Current growth forecasts indicate that the Central Puget Sound region can expect 1.7 million additional residents and 1.2 million additional jobs by 2040. Much of that growth will come to Seattle and with it the perfect opportunity to build lively, walkable neighborhoods centered on frequent transit service – to create Seattle transit communities.

Seattle Transit Communities build on the Seattle Comprehensive Plan and Vision 2040, and outlines how City policies, practices, and infrastructure investments can create vital, sustainable communities. Additionally, our report prioritizes transit communities where timely investment is urgent and will create the most impact. Finally, knowing that funds are precious, we have included a range of resources to help leverage every dollar spent. Our goal is to provide Seattle’s elected officials, decision-makers, and citizens with a concise primer and recommendations on what it takes to create and support successful transit communities.

Link light rail began operating in the summer of 2009, and new routes and stations will be added to the system in the coming years. Investments are also planned for streetcar, regional bus, commuter rail, local bus, and bus-rapid-transit services. These local and regional transit investments make it easier for people to accomplish day-to-day tasks without relying on a car. It is imperative that Seattle leverage these opportunities by fostering the development of transit-oriented communities with the right balance of housing, jobs, and infrastructure to suit each of our unique neighborhoods.

While there are many types of transit communities around the world, they share a common characteristic: people can walk, bike, or take transit from their homes to accomplish many of their daily activities including getting to work or school, picking up groceries, or going out to a restaurant or a special event.

Transit communities require well-coordinated public investment centered on transit service to create these lively, diverse communities. People need to be able to obtain the goods and services they require and have rich options for enhanced livability, including access to open space and neighborhood schools.

In addition to accommodating growth, transit communities are by definition "green" and provide an opportunity to create both a sustainable Seattle and a healthier planet. Transit communities:

Lower Overall Household Costs. Cars are expensive; household costs decrease when people are less dependent on them. In addition to increasing affordability, social equity improves when all citizens have good access to jobs, schools, healthy food, and other critical services.

Improve Public Health. Residents of transit communities walk and bike more than their suburban counterparts, in part because everything is accessible. Recent research shows that people who walk and bike are frequently healthier than those who live in auto-dependent neighborhoods.

Support Diversity. Transit communities can support existing communities and businesses by reducing sprawl and keeping cultural assets accessible within a compact area. Stemming displacement and the negative effects of gentrification while increasing growth remain critical challenges for Seattle.

Enhance Local Business Districts. Compact communities with more businesses and residents create vibrant neighborhoods. Business districts thrive as more retail space is available and the people who live nearby evolve into a dependable customer base; residents have a reduced need to leave their communities in order to shop, eat, or play.

Reduce Carbon Footprint. Per capita greenhouse gas emissions decrease when people are less dependent on cars. Households within transit communities also consume less energy per capita than households in auto-dependent communities.

Preserve Regional Open Space and Natural Resource Lands. As required by the Growth Management Act, compact urban neighborhoods allow farms and forests to be spared the intense pressure of development and be preserved for future generations. Reduced sprawl increases the health of the entire region.

Transit communities are more equitable than auto-dependent communities because they minimize transportation costs and increase mobility. A reasonably priced house or apartment may remain unaffordable for a low-income household if the lack of frequent, reliable transit service requires owning and maintaining a car.

The "Housing + Transportation Affordability Index" developed jointly by the Center for Transit Oriented Development and the Center for Neighborhood Technology considers the cost of transportation in addition to housing when estimating overall housing affordability. The Terwilliger Center at the Urban Land Institute has developed a customizable on-line tool based on the Housing + Transportation Affordability Index. Recent studies have shown that households in transit communities can save thousands of dollars each year compared to those that live in auto-oriented neighborhoods.

Annual Transportation Cost for Seattle Area Households Earning Area Median Income

Successful transit communities are organized around reliable, accessible transit. Walking and biking are the primary ways of getting around within the neighborhood and transit service readily connects to other neighborhoods. Safe, comfortable bus stops and train stations with real-time arrival information make transit easier to use while well-maintained sidewalk and bicycle routes make transit easier to access, making both essential investments in transit communities. Frequent, reliable service throughout the day allows people to use transit as their primary mode of transportation for trips out of the neighborhood.

It is generally agreed that transit should be accessible within a 10-minute walk (one quarter to one half mile) or bike ride (approximately two miles), depending on the level of service. People are willing to travel further to transit when they know it will arrive quickly and if they will feel safe and comfortable while they wait. Transit use increases, as does the desirability of transit.

All Seattle's Transit Communities are Not the Same
Transit communities will accommodate most of Seattle’s anticipated households and jobs and will create transportation choices for people who work, live, shop, and recreate in these neighborhoods. Our report provides a Seattle-specific context by defining typologies that relate to existing neighborhoods, and recommends a variety of tools, strategies and investments to create successful transit communities while preserving unique neighborhood identities.

4 Seattle Typologies: Mixed Use Centers, Mixed Use Neighborhoods, Special Districts, and Industrial Jobs Centers
Every neighborhood is unique. Some transit communities in Seattle are places where people work, live, and shop whereas others are regional employment centers with little or no housing. While many categories can be developed to differentiate types of transit communities, this report focuses on what distinguishes communities based on peak activities, street life, and essential components that help create vibrant, livable places supported by our transit investments.

Four distinct typologies that distinguish broad categories of transit communities in Seattle were developed: Mixed Use Centers, Mixed Use Neighborhoods, Special Districts, and Industrial Jobs Centers. Each typology will have different strategies regarding integrating land use and essential components for livability into the transit community.

Essential Components for Livability

Not every transit node or connection is a community. We recognize that there are many important transit connections, or nodes, in Seattle where transit service is frequent and reliable, but there is little opportunity to support a transit community as we describe in our four typologies. The City should ensure all transit connections have the basic elements that make it easy for pedestrians and bicyclists to access transit.

Some examples of basic elements for transit connections include: (1) protection from vehicular traffic, (2) context sensitive/complete streets, (3) well-defined waiting spaces that are safe and comfortable, including basic elements like lighting, comfortable places to sit or stand, and protection from the weather, (4) sidewalks that provide adequate room to walk, (5) places to secure bicycles, and (6) coherent, consistent wayfinding. Regardless of the differences outlined in the typologies, these communities accommodate transit service as an essential component and thus the City should direct planning and funding resources to promote transit ridership and enhance community vitality. These elements lay the foundation and enable great placemaking in all transit communities.

Seattle's Transit Communities

The Planning Commission, with technical support from DPD City Planning, SDOT, Office of Housing, and the Design Commission, analyzed 49 transit connections that have a high level of transit service (headways, number of lines, and hours of service).

The Commission looked at the characteristics, goals, peak activities, and use in each community and categorized them into one of the four typologies. Not all transit connections met our definition of transit community, and in some instances we combined two or more transit connections to better plan for a single transit community. In all we designated 41 transit communities with a specific typology.

There are a variety of funding mechanisms available to both the public and private sector. For example, Seattle voter-approved levies fund parks, community centers, schools, libraries, affordable housing, and street improvements. Likewise, private development dollars can be leveraged to build the essential components of livability.

Funding Toolkit

The funding toolkit identifies funding sources for three broad categories of “livability elements”: infrastructure investments, which may include right-of-way improvements, sidewalks, Green Streets, or bike lanes/facilities; community development, such as affordable housing, public services, schools, historic preservation; and parks and open space, which includes parks, playfields, plazas, and p-patches.

The toolkit identifies some of the many local, state, and federal funding sources from small programs like the Opportunity Fund for community initiated parks development and acquisition to large sources like federal Community Development Block Grants that fund affordable housing, neighborhood revitalization, community facilities and services, and economic development. Often, multiple sources are used to fund and build the essential components of livability.

Seattle has a variety of implementation plans that help create transit communities. The links below provide more information.

Seattle's Citywide Plans

Transportation Strategic Plan
Outlines the specific strategies, projects, and programs that implement the broader city-wide goals and policies for transportation in Seattle.

Transit Master Plan
Even small improvements to bus shelters and other transit stops make it easier and more convenient for people to ride transit; these improvements also help make neighborhoods more generally attractive. While transit agencies like King County Metro and Sound Transit are typically responsible for maintaining stations and shelters, the City, property owners, and neighborhood groups can also help improve and provide basic maintenance of transit stops. The Transit Master Plan, which is currently being updated, guides improvements to Seattle's transit network.

Bicycle Master Plan
Last updated in September 2010, this plan encourages people to bike more frequently through improvements to Seattle's bicycle network.

Pedestrian Master Plan
Safe comfortable sidewalks and cross walks are essential to transit communities. The Pedestrian Master Plan guides improvements will make Seattle the most walkable city in the country.

Freight Mobility Plan
Whether transporting apples from Washington orchards or iPhones from China, freight keeps our economy moving. Seattle’s Department of Transportation created the first Freight Mobility Master Plan in 2002. The plan helps to implement the Comprehensive Plan, identifies specific actions that will improve freight mobility such as street improvements, railroad grade separations, and public outreach.

Industrial Lands

Industrial areas play an important role in the local and regional economy; the Comprehensive Plan, countywide and regional planning goals include the preservation of these important employment centers. The City’s policies and regulations help maintain industrial lands by restricting residential uses and limiting other non-industrial uses.

Seattle Climate Action NOW

In 2005, Seattle became the first large US city to commit to the Kyoto protocols; that target was met in 2008 when Seattle’s greenhouse gas emissions were 7% below 1990 levels. Today, more than 1,000 cities have pledged to combat global climate change. In 2010, Seattle City Council announced an even more ambitious goal of achieving carbon neutrality. The City continues to work with individuals, community organizations, businesses, and other government agencies to address global climate change.

Livability Elements

Right-of-Way Improvements Manual

Includes Green Street designations that typically apply to non-arterial streets designed to create a lively pedestrian environment by enhancing pedestrian circulation, maximizing open space, and providing verdant landscaping.

Wayfinding
Visual guides that help people travel between transit systems, other uses, and landmarks.

Sidewalk Cafes & Mobile Food Carts
Sidewalk cafés and mobile food carts help create lively neighborhoods and strengthen business districts. Food carts also provide new opportunities for people to start relatively low-cost small businesses. The City recently streamlined the permitting process for sidewalk cafés; since the new regulations went into effect, many new permits have been issued. New regulations for mobile food carts are currently being developed and are likely to be approved in 2011.

SDOT's Art Plan

A visionary and critical plan that incorporates art into Seattle's public right-of-way. The plan uses a new methodology that helps create more vibrant communities.

Other government plans

King County TDR Program
TDR programs allow property owners in urban areas to purchase development rights from owners in rural areas, so that urban areas can grow while rural areas remain protected from sprawl. In King County, this program has protected well over 100,000 acres of natural resource land and aims to protect an addition 850 acres of farm land, which would protect 49 local farms.

Vision 2040

The Central Puget Sound's regional plan to accommodate 1.7 million new residents and 1.2 million new jobs over the next thirty years organized around the central theme of people, prosperity, and planet.

Federal Sustainable Communities Partnership
In 2009, three federal agencies partnered to improve access to affordable housing, increase transportation options, and combat global climate change. The departments of Housing and Urban Development (HUD) and Transportation (DOT) and the Environmental Protection Agency (EPA) are working together to coordinate federal investment in ways that can help build and support transit communities.

Recognizing that different neighborhoods have different needs, Seattle City planners have developed a of tools that strategically address these diverse neighborhood needs and conditions. The Planning Commission applied this set of tools to address the varying needs of our priority transit communities.

Station Area Plan More focused than a neighborhood plan, a Station Area Plan (SAP) uses land use and zoning recommendations to leverage land use and place-making opportunities close to high-capacity transit. Meant to supplement rather than replace an underlying plan, a SAP allows for strategic increases in the bulk and height of buildings and may implement key neighborhood plan recommendations such as creating a vibrant town center.

Community Development Strategy This interdepartmental effort implements a range of community development objectives related to physical planning, economic development, human services or other issues. A Community Development Strategy typically has a short timeframe and may involve the Department of Planning and Development, Office of Economic Development, Office of Housing, Seattle Department of Transportation, and other City agencies.

Corridor Plan This is a type of plan that connects existing neighborhood or station-area plans where there is a shared vital transportation link, or land use issues and opportunities. Without replacing underlying plans, a Corridor Plan focuses on establishing overall policy recommendations for shared issues, such as creating standards for pedestrian infrastructure around bus rapid transit stops along a transit corridor.

Urban Center Plan This large-scale, integrated plan is anchored in an area's designation as a regional "urban center," or an area singled out to receive proportionately more population density and job growth. Urban Center Plans are organized around this vision and establish goals, policies and objectives with growth management as a clear priority. These plans typically build on existing neighborhood plans and are adopted as part of the Comprehensive Plan.

Urban Design Framework This "bridge" tool connects broad goals and policies with specific physical planning recommendations, adding three-dimensional detail to neighborhood or station-area plans. An Urban Design Framework focuses on implementation and may make recommendations on urban design, land-use mix, street and public spaces, sustainable design, and more. Focused on integrating urban design with zoning and other land-use tools, an Urban Design Framework includes cross-departmental implementation of regulatory, capital, and programmatic actions.

Energized by the opening of the Link light rail station and the redevelopment of the New Holly Hope VI community, this vibrant, diverse neighborhood in many ways typifies a successful Mixed Use Neighborhood. Rich in transit, this urban town center features a 7.6-acre park; a vibrant, culturally diverse small business district; and adjacent affordable housing. The area continues to develop through a nexus of private and public efforts and funding that work synergistically to enhance these hallmarks of the Othello neighborhood.

Parks

Habitat rehabilitation of Othello Park supported by King County Wild Places in City Spaces Matching Grant, King County Juvenile Court, and Seattle Parks and Recreation.

Playground and lighting improvements partially funded by the Parks and Green Spaces Levy.

Master planning efforts to link the area's green spaces supported through a Ribbon of Parks Association Neighborhood Matching Grant.

Private citizen dollars were pledged to Othello Park with leveraged Large Matching Fund (DON) dollars.

Revitalization and safety efforts of the Othello Park Association International Music & Arts Festival supported from N2N grants; area non-profits Seattle Neighborhood Group, HomeSight and Mount Baker Housing; and private contributions from local businesses, organizations, and residents, supported through Parks & Recreation staff.

TOD developer Othello Partners, currently building 351 market-rate apartments in a mixed-use project bordering Othello Park and Othello Station, has collaborated with neighborhood efforts at Othello Park and contributed funding.

Economic Development Efforts Small business owners with support from the Rainier Valley Community Development Fund and HomeSight formed the MLK Business Association (MLKBA) to strengthen and advocate for business community in the Othello Town Center.

OED-financed study of the retail environment in Southeast Seattle proposes action items for local businesses, residents, and organizations interested in diversifying and improving available services.

MLKBA, African Business Association of Seattle (ABAS) and Sound Transit collaborated to promote pedestrian safety around the light rail station.

Station area update solicited feedback and ongoing participation with immigrant business owners through innovative use of planning outreach liaisons (POLS) to connect with various communities.

The Healthy Corner Store Initiative uses CDC dollars to bring healthy foods to Rainier Valley including Othello (Public Health).

Small business owners formed the MLK Business Association (MLKBA) to strengthen and advocate for business community in the Othello Town Center with support from the Rainier Valley Community Development Fund and HomeSight (OED).

Transit-Oriented Development and Planning DPD and community members and groups collaborated on a Station Area Plan Update and development of a broader Urban Design Framework.

Seattle Housing Authority kept the towncenter feel at the center of the NewHolly development, leveraging local and federal funding sources.

Private/public TOD mixed-use development includes examples from Othello Partners and Union Gospel Mission.

Developer-community conversations by Othello Station Community Advisory Team supported by Small Sparks and Small and Simple grants (DON).

Bicycle and Pedestrian Improvements

In the course of building Link light rail, RCI/Herzog contributed recycled excavated soils and concrete and worked with SDOT on design, permits and environmental analysis in building the trail along the Seattle City Light right-of-way. Neighborhood Street Fund awards improved curbs and sidewalks in the Othello area.

2011 Bridging the Gap Large Project funding (SDOT) will improve pedestrian and bicycle safety and access from Seward Park to Othello Station to Chief Sealth Trail.

Over the past 10 years, coordination and investment has helped transform this auto-oriented area into a transit community. The City of Seattle has worked in collaboration with Sound Transit, King County, local community groups, and private developers.

Parks, Library, and Community Center The Thornton Creek Water Quality Channel Habitat was constructed by Seattle Public Utilities with funds contributed by the Washington State Department of Ecology and multiple City departments; design guidance was provided by the Northgate Stakeholders Group.

Transformation of the 3.74 acre Hubbard Homestead Park, which was formerly a park and ride lot, was partially funded by the 2008 Parks and Green Spaces Levy.

The Maple Leaf Community Garden was constructed with money from the Pro Parks Levy Opportunity Fund, a Neighborhood Matching Grant, Seattle City Council, and Seattle Public Utilities.

A rainwater harvesting system at the Northgate Community Center, "the Vault," was constructed along with a new library and community center that were funded through levies for parks and community centers and the Libraries for All bond measure.

The art walk and disk golf course at Mineral Springs Park were constructed using funds from the Pro Parks Levy.

Predominately funded through a two of voter approved levies, Pro Parks and Libraries for All, the co-located Northgate library, park and community center opened in 2006. The corresponding street improvements make it easy, safe and pleasant to walk or bike from the nearby transit hub and transit oriented developments.

Bicycle and Pedestrian Improvements Streetscape improvements along 5th Avenue NE, including wider sidewalks, street trees, lighting improvements, and public art were made using contributions from a variety of City departments, King County Metro, a federal Congestion Mitigation and Air Quality Grant, and private donations.

Funding from King County and SDOT extended 3rd Avenue NE, which improves pedestrian access adjacent to the existing transit center.

Many other pedestrian and bicycle improvements were funded through a combination of gas tax revenue, grants, loans, impact fees, and Bridging the Gap.

Additional pedestrian improvements were made as part of private redevelopment at the Northgate Mall, 507 Northgate, Thornton Place, and Alioya Senior Living.

Transit-Oriented Development and Planning King County Department of Transportation has partnered with the City of Seattle, Sound Transit, the Seattle Housing Authority, North Seattle Community College, and other stakeholders to create a TOD Catalyst Investment Strategy that was recently awarded a $5 million grant from the HUD/FTA/EPA Sustainable Communities Initiative that builds on TOD work done in 2002-2003.

Urban Design Guidelines that were initially developed in 2003 were recently updated to strengthen the pedestrian environment and improve open space.

A Coordinated Transportation Investment Plan developed in 2007 builds on the Open Space and Pedestrian Connections Plan.

The Northgate Public Art Plan identifies and guides public art opportunities and was developed by Seattle artist Benson Shaw in conjunction with City departments and community groups.

Technical Urban Design Guidelines encourage consistent urban design within the public ROW.

An empty lot south of Northgate Mall has been transformed into a vibrant mixed use community at the heart of the transit connection. Lorig Associates developed Thornton Place adding nearly 500 condominiums and apartments, retail, and a 16-screen cinema. Just to the southeast ERA Care developed a senior living center with approximately 120 units. The Water Quality Channel runs through the site and offers residents and visitors an urban respite.

Coordinate the Comprehensive Plan urban village strategy growth targets with the Capital Improvement Plan and other City capital investments that provide essential components of transit community livability.

Develop clear goals with respect to "breathing room" and "open space" in the Comprehensive Plan to provide a basis for a higher level of service than is required by the Land Use Code.

Integrate the concepts of transit communities as a primary filter for allocating city investments and planning resources. This would be accomplished by revisiting the Urban Village Strategy through the 7-year update of the Comprehensive Plan to establish a more refined hierarchy among designated urban villages.

Create a clear, strong connection between the goals and policies of the Comprehensive Plan and other plans and codes that implement the Comprehensive Plan to better articulate how various plans, strategies, and action agendas relate.

Review and amend Comprehensive Plan policies that may inhibit the development of successful transit communities. Depending on the specific location, zoning could be changed to accommodate additional households and jobs; for example, LU59 emphasis on the protection of single family zoning may not be appropriate in transit-rich areas.

Taller buildings can play a positive role in defining a core with enough households and jobs to support transit and street life. For instance, many of the transit communities designated Mixed- Use Center could accommodate mixed-use buildings that are significantly taller than nearby buildings at/or directly adjacent to its transit node or station.

Align zoning within a five minute walk or bike ride to frequent, reliable transit service. For instance, evaluate Single Family zoned land within transit communities to identify the opportunities for rezones to higher density or intensity as appropriate in each situation.

Through sign code amendments, explore opportunities to allow advertising that would provide street furniture and other essential components for livability in exchange for advertising.

Reconsider the general commercial zones in all transit communities. For instance, the Commercial-1 zone designation currently allows auto-oriented use and design features often inconsistent with the characteristics and environment needed to establish successful transit communities.

Establish parking maximums and shared parking programs in transit communities.

Consider inclusionary zoning in transit communities to provide for more affordable housing consistent with State law.

Evaluate and apply appropriately, Pedestrian Zone designations, Station Area Overlay districts and other zoning tools in all designated Transit Communities. The goal is to ensure pedestrian-oriented uses, enhanced public life within the right-of-way, and pedestrian-friendly streetscape improvements as new developments or public projects are designed/built.

Continue the strategy of close coordination between urban design, land use code and community development efforts to provide certainty to neighbors and developers.

A critical mass of households and jobs within walking distance will ensure that we have adequate transit ridership are Seattle Transit Communities. Properly supported and equipped with essential components for livability, transit communities can graciously accommodate the vast majority of Seattle's new households and jobs.

Significant local culture and identity are assets for successful neighborhoods. Create tools and strategies to protect and establish affordable commercial space and community resources that reflect Seattle's diverse cultures.

Utilize the Transit Master Plan update project to create strategic alignment of transportation capital investment planning and transit service levels with existing or planned densities.

Provide optimal non-motorized access to the transit system by implementing the Walk, Bike, Ride initiative, the Pedestrian Master Plan, and Bike Master Plan.

Ensure good access for all by implementing context-sensitive and complete streets and other infrastructure that promotes mobility.

Revise affordable housing program performance measurements to better consider the combined housing and transportation costs, recognizing that lower overall household costs may be achieved in transit communities.

Focus Seattle Housing Levy dollars and other affordable housing investment towards transit communities where additional housing is desired.

Provide integrated public open space within transit communities, linking parks, plazas and other public spaces with Green Streets and similar pedestrian-oriented connections. Incorporate natural drainage practices as both infrastructure and urban amenity.

Provide abundant street trees to improve the pedestrian environment, reduce stormwater runoff, provide urban wildlife habitat, and sequester carbon emissions.

Include appropriate habitat enhancements within transit communities as part of open space planning.

Align City policies to reduce automobile-related emissions and vehicle-miles traveled, and help achieve Seattle's carbon neutrality goals, which are intricately related to creating land use patterns that allow people to walk, bike, and take transit rather than drive.

Align City planning initiatives and capital investments with federal Sustainable Communities priorities and funding guidelines to achieve maximum leverage of outside resources.

Create a City-managed Transit Communities Fund using appropriate funding sources that focus on providing essential and necessary elements of livability.

Use existing funding sources such as levies, matching grants, etc. to better focus resources towards transit communities.

Explore opportunities to implement joint development agreements (i.e. housing above a public facility), especially in proximity to light rail stations where land may be available for redevelopment following construction.

Ensure that surplus public land near transit stops is redeveloped in a manner that is consistent with the principles of transit oriented development.

Build effective partnerships between public agencies and the private sector to leverage funding for necessary investments supporting transit oriented communities.

Support establishing state level incentives such as tax increment financing.

Explore dedicated revenues to be used to create a planning and implementation fund for transit communities such as an impact fee based on trip generation similar to San Francisco, increasing the commercial parking tax, increasing meter revenue, and introducing congestion pricing, among others.

The Commission looked at 41 transit communities and identified 14 that best met the Guidelines for Determining Near-Term Priorities as stated on the following page. Our recommendations include employing community based planning tools most appropriate to the needs in these communities as defined in Using the Right Planning Tool section.

The Commission recommends that the City prioritize planning and implementation resources in these transit communities. We also recommend consideration of specific land-use changes along with the additional investments needed to provide each transit community with essential components that maximize livability.

The Commission recommends prioritizing planning and investments in 14 transit communities based on three overarching guidelines: land use readiness, transit readiness, and balancing factors.

Land Use Readiness How important is this community in supporting our Urban Village Strategy? How desirable is the development environment (development pressure, market viability)? Is zoning well aligned with opportunities for place-making? Have recent or current planning efforts paved way for taking necessary actions to enhance this as a high priority transit community? How much development capacity exists?

Transit Readiness Is transit in place? When will it come online? What is the level and quality of transit service? (# of transit lines, headways, number of routes, frequency, and span of service) What are the opportunities based on mode? (Development typically has a stronger response to fixed modes)

Balancing considerations Are there greater leveraging opportunities with other development? Is there other funding availability (grants, contributions)? Is there community support for planning and implementation? Has the City made existing commitments? How do we balance social and geographic equity?

Broadway is a successful transit community and significant new transit service will begin soon: the First Hill Streetcar will begin service in 2013 and light rail service is scheduled to begin in 2016. This area already has excellent bus service with high ridership and boasts the lowest per capita auto ownership in the city. Residents avidly walk and bike in this dense, diverse, active urban neighborhood. Citywide and regional destinations include Seattle Central Community College, Seattle University, and Cal Anderson Park. Housing serves a broad range of households. The Commission recommends a Station Area/Implementation Plan.

KEY ACTIONS
Work with Sound Transit to ensure that transit-oriented development at the Capitol Hill light rail station and nearby staging areas is well integrated with the community.

Help Sound Transit prioritize projects for transit-oriented development.

Modify zoning to increase density and building height, particularly in the immediate vicinity of the Capitol Hill station. Use inclusionary and incentive zoning to derive benefit from additional height allowance.

Address and explore livability issues including open space, flexible ground-floor commercial and retail space, easier permitting for food carts and street cafes, festival streets and woonerfs, and on-street bike corrals.

Improve pedestrian connections to Pike/Pine, First Hill, and downtown. Improve the quality of east-west sidewalk connections to transit on Broadway.

Coordinate with Seattle Central Community College's Major Institution Master Plan update to open up the frontage on Broadway.

King Street Station is the most transit-rich place in Washington state. Intercity passenger rail, commuter rail, light rail, numerous bus routes, and ferry service all exist in close proximity. Its position at the nexus between the Downtown Commercial Core, Pioneer Square, the Chinatown-International District, the Central Waterfront, two sports stadiums and the southern industrial areas offers high growth opportunities for multiple business and development market segments. The Commission recommends a multi-modal, multi-nodal Station Area Plan that will help integrate transit service, urban design, and implementation actions throughout the area.

KEY ACTIONS
Continue coordination of various development plans, including Alaskan Way Viaduct and Seawall Replacement, Central Waterfront, Yesler Terrace, South Downtown, and the North Lot, with specific emphasis on networked public open space and pedestrian and bicycle infrastructure.

Use the planned First Hill Streetcar station to catalyze further enhancements to the pedestrian environment, utilizing matching funds where possible.

Establish a clear, consistent wayfinding system to help people navigate between transit modes, and to and from major draws.

Implement the South Downtown zoning changes to enable renewed investment.

Preserve the cultural diversity of the International District, the historic character of Pioneer Square, and the affordable artists' lofts that exist throughout these neighborhoods.

Increase the number and type of households in Pioneer Square and Yesler Terrace.

Conduct an urban design plan to unify the open space between the King Street and Union Station buildings. Ensure sidewalk and streetscape standards encourage walking and biking.

The Mt Baker light rail station opened in 2009 and the East Link Rainier Station is scheduled to open in 2020. This transit service presents a tremendous opportunity to create a vibrant Mixed Use Center that could support a strong residential and employment base. Many improvements are necessary in order to maximize the transit investment. The Commission recommends implementing the North Rainier Work Plan.

KEY ACTIONS
Adopt North Rainier Neighborhood Plan update zoning concept B, which includes rezones with appropriate height limits to help create a Mixed Use Center.

Identify property owners interested in creating catalytic development and explore public/private partnerships that might create jobs and improve the pedestrian environment.

Build on and implement the neighborhood plan update by improving and expanding connections to the Mt Baker Station and the planned Rainier Station; in particular, improve pedestrian connections to Franklin High School, Somali Community Services, Seattle Lighthouse for the Blind, and the residential Mt Baker neighborhood to the east. Improve connections to and usability of the Cheasty Greenspace.

Northgate is a burgeoning transit community success story where a 1950s auto-dependent area is being transformed into a mixed-use, transit-rich community. A light rail station is scheduled to open in 2020 adjacent to the existing transit center that will connect to downtown Seattle and SeaTac Airport and eventually north to Lynnwood. A new library and community center were constructed to the east of the transit center and mall, separated (and connected) by a pedestrian-friendly 5th Avenue. Thornton Creek is now day-lighted and surrounded by over 500 new housing units adjacent. With the support of public investment, revitalization continues to take place in this urban center that is quickly morphing into an important transit community. The Commission recommends finalizing the Urban Design Framework.

KEY ACTIONS
Continue implementing the Northgate Urban Design Framework and create guidelines for the Northgate Way corridor.

Create pedestrian and bicycle improvements that connect the east and west sides of I-5 to provide better access to the transit center, particularly for North Seattle Community College.

Ensure the relationship between the bus facility and future light rail station is pedestrian focused and transfers from bus to rail are seamless. Look at ways to better connect the transit center to the mall.

Encourage a variety of housing types near the Northgate Transit Center, including housing for families.

Known as one of the most diverse neighborhoods in the nation, Othello includes the recently redeveloped NewHolly campus; the expansive Othello Park, the target of current revitalization planning and funding and adjacent development; and a panoply of independent, ethnic businesses. The Othello Link light rail station opened in 2009, presenting a great opportunity to enhance the vibrancy of this diverse Mixed Use Neighborhood. The neighborhood plan update provides a blueprint for the future of the neighborhood. Continued implementation of the recent station area plan, with careful attention to maintaining the character of the existing business district, will help ensure future growth includes current residents and preserves the rich ethnic and cultural fabric. The Commission recommends implementation of the Othello Work Plan.

KEY ACTIONS
Adopt Othello Neighborhood Plan Update zoning concept B, which includes rezones with appropriate height limits that would help enhance this Mixed Use Neighborhood.

Leverage funding opportunities at Othello Park to help connect the park, the light rail station, and surrounding neighborhoods, enhancing safety and the pedestrian environment.

Encourage publicly funded mixed-use developments that use new commercial space models to increase affordability.

Improve pedestrian and bicycle access to and around the light rail station, particularly east-west connections between Beacon Hill to the west and Seward Park to Lake Washington.

Draft policy and strategies that provide affordable commercial space and work to preserve the cultural diversity of businesses and their regional base.

Partner with Sound Transit to develop affordable housing on their surplus properties.

South Lake Union is a burgeoning employment center focused on biotech, medical research, and internet commerce industries. This transit community is also a growing urban residential neighborhood and has been a focus of policy level planning for a number of years. Development pressure and market desirability are likely to remain relatively high. Transformational momentum has started with the addition of the new park, the South Lake Union Streetcar, and the Mercer Corridor project. The Commission recommends the development of an Urban Design Framework/Implementation Plan.

KEY ACTIONS
Use the urban design framework to coordinate SR-99 and Mercer Corridor projects, Thomas Street redesign project, Lake-to-Bay trail, and the buffered bike lanes proposed on Dexter. Follow up with appropriate rezones and a strong implementation plan. Promote high-density development around walkability and livability. Improve streetcar service with shorter headways. Connect route to the First Hill Streetcar once implemented. Improve east-west connections to Seattle Center, Uptown, and Lake Union.

Consider narrowing 8th and 9th Avenues, Thomas and John Streets and widening sidewalks to enhance public realm. Make better use of Dexter's wide right-of-way.

Encourage development of workforce housing and family-sized units.

Install essential infrastructure including community center, library, senior center, daycare, and schools , public plazas and open space, and mature street trees.

Develop an open-space plan that provides for public plazas, mature street trees, pocket parks and kid-friendly areas. Consider city-owned land for this purpose.

RapidRide is scheduled to begin service along Aurora Ave N in 2013. Current land uses and zoning could be amended to create a transit community around this service. More households have moved here in recent years, yet basic infrastructure has not kept pace. Suburban-scale big box retail draws shoppers from Shoreline and Snohomish County; the large-scale blocks make it difficult for pedestrians and bicyclists to get around the area. There is a sizable senior population. Ingraham High School is just over one-quarter mile away from the planned RapidRide stations. The Commission recommends the preparation of a Corridor Plan.

KEY ACTIONS
Improve connections for pedestrians and cyclists with bike lanes and sidewalks that link the residential neighborhoods to transit.

Implement traffic calming and road dieting, and build accessible sidewalks with curb bulbs and protected pedestrian crosswalks. Reduce roadway crossing distances for pedestrians through curb bulbs, protected medians, and other measures.

Improve wayfinding between parks and the Interurban Trail.

Create an urban design plan to break up "super blocks" and improve pedestrian connections.

Explore rezones to Neighborhood Commercial zoning (currently Commercial 1 and 2), especially along Aurora Avenue.

Improve and maintain regional connections to Northgate Urban Center, North Seattle Community College, City of Shoreline, and Shoreline Community College.

Increase landscaping along Aurora Ave N to improve corridor aesthetic, safety, tree canopy, and air quality. Coordinate Seattle Public Utilities roadside stormwater infrastructure improvements with sidewalk projects.

The southern gateway to Seattle, Rainier Beach is an active and culturally diverse community with access to Lake Washington, several parks and Kubota Garden, a vibrant Community Center and new public school complex. It is a community with a growing family population. Bisected by Rainier Avenue S and missing a focused transit center, much work could be done to create a vibrant Mixed Use Neighborhood that maximizes the investment in the light rail station, which opened in 2009. Although there are many successful businesses Rainier Beach lacks a community hub and walkability along major streets is unpleasant. Concept-level station area planning recommendations were approved in 2000 and a new effort to update the neighborhood plan is currently underway. The Commission recommends that a Station Area Plan be prepared for this neighborhood.

KEY ACTIONS
Transform Henderson into a boulevard that connects the light rail station with Lake Washington and creates a pleasant and safe environment for pedestrians and bicyclists.

Improve east-west connections to the light rail station, particularly focusing on connections to Chief Sealth Trail, the community center, and other parks, schools, and open space.

Improve connectivity between buses and the light rail station.

Provide better connections between transit, community facilities/schools, and retail areas to create both a strong heart to the community and safe pedestrian and bicycle routes.

Increase residential density around the station and along Rainier Avenue S to create a town center.

Support SDOT's investment in the Rainier Avenue bus corridor to improve speed and reliability.

Updated goals and polices for the Roosevelt Neighborhood Plan were adopted in 2006 and community members support focusing new mixed use development around the light rail station that is scheduled to open in 2020. The Commission recommends a Station Area Plan that implements the goals and polices of the neighborhood plan update.

KEY ACTIONS
Build on neighborhood interest around station area planning and identify key development opportunities, particularly at light rail construction staging areas.

Create a pedestrian wayfinding system between the light rail station, bus service, and the business district.

Continue to work with Sound Transit to ensure that transit-oriented development at the Roosevelt station and nearby staging areas is well integrated with the community. Consider joint development of a mixed-use project in the above-ground portion of the transit station.

Improve pedestrian and bicycle access throughout the business district, with strong connections to the light rail station. Improve north-south bicycle facilities on Roosevelt Way NE and 12th Avenue NE and east-west bicycle facilities on NE 65th Street to provide station access. Create pedestrian connections between Roosevelt High School and the two planned Roosevelt Station entrances.

Consider rechanneling NE 65th Street between 20th and 12th Avenues NE to better accommodate pedestrian and bike infrastructure and calm traffic.

The Junction provides a great opportunity to create a model transit community. The area is an important gateway to West Seattle for people on bikes, transit, and cars. Redevelopment potential, in combination with the future RapidRide stations in the Triangle area, warrants a station area planning effort that focuses on right of way improvements, urban design, zoning and land use particularly for the area in between the two nodes. There are significant opportunities to provide mixed use, compact development bringing more diverse housing, a variety of uses, more jobs and more walkabilty near transit. This will also strengthen its role as the center of West Seattle. The Commission recommends an Urban Design Framework.

KEY ACTIONS
Consider zoning to allow building heights above 85 feet close to the transit stops, revisit auto-oriented zoning, and encourage multifamily.

Develop a streetscape concept plan to preserve breathing room as development occurs.

Preparation of Triangle Specific Design Review Guidelines will ensure that the design of adjacent land uses encourages a lively, walkable, and safe environment for pedestrians.

Provide for safer crossing and bicycle routes, more trees, wider sidewalks, traffic calming, and better lighting.

Update the West Seattle Junction Design Guidelines to create stronger retail frontages and allow for well-landscaped sidewalks and connections between the Triangle and the retail core on California Avenue SW.

Place special emphasis on pedestrian crossings at the intersection of 35th Avenue SW with SW Alaska Street and SW Avalon Way.

Ballard has exceeded residential and job growth targets. Metro Transit's RapidRide will begin service on 15th Avenue NW in 2012. The historic district has a vibrant street life that supports job growth and small businesses. The Art Walk and farmers' market are popular and the library is a strong community focal point. Ballard is a community for all ages and is especially attractive for young families with children. Mini-parks are well used. These strong place-making features provide a palette on which to optimize this important Mixed Use Center by enhancing transit opportunities and resources.

KEY ACTIONS
Treat the RapidRide stop at 15th Avenue NW and NW Market Street as a "station area" and create a vibrant and inviting transit node through increased housing, jobs, and retail businesses along with essential bicycle and pedestrian infrastructure improvements. Connect this area to the "heart" of Ballard to the west.

Review Commercial zoning along 15th Avenue NW in the vicinity of the RapidRide station to ensure nearby land use is pedestrian friendly.

Provide wayfinding around the RapidRide station that directs pedestrians and bicyclists to destinations including downtown Seattle, the University of Washington, Ballard parks and waterfront, and historic Ballard.

Focus incentive zoning programs and other intentional housing efforts on workforce and family housing. Protect the nearby industrial jobs base by preserving the industrial zoned land.

Complete the Burke-Gilman Trail.

Columbia City is the revitalized business and arts center of Southeast Seattle and a landmark historic district. Adjacent affordable housing, several area schools, and a booming farmers' market help support a growing, diverse community. The Route 7 bus service on Rainier Avenue has one of the highest ridership routes in Metro's system. Though Link light rail service began in 2009, more could be done to help residents access transit and physically connect the restaurants and shops with the transit station. The Commission recommends building on the 2000 /2001 Columbia City/Edmunds Station Area Plan with a new station area plan that emphasizes improving connections between the light rail station, the Columbia City business district, and Hillman City to the southeast.

KEY ACTIONS
Improve east-west connections to light rail, particularly on S Alaska and S Edmunds Streets. Establish a clear wayfinding system that guides pedestrians and bicyclists between the light rail station, business district, library, Rainier Community Center, and other key activities/locations.

Identify potential rezones and explore public-private partnerships to redevelop surplus Zion Preparatory School land.

Explore options to reduce automobile speed along Rainier Avenue S through the Columbia City and Hillman City business districts and increase accessibility and safety for pedestrians and bicyclists.

Continue to implement SDOT's investment in the Rainier Avenue bus corridor to improve speed and reliability. Augment transit service with improved pedestrian and bicycle infrastructure.

The University District is one of the few Urban Centers in Seattle that has not undergone a significant planning effort since the initial neighborhood plan was adopted in 1998. In 2016, the Husky Stadium light rail station is scheduled to open and in 2020, the Brooklyn Station is scheduled to open. The Commission recommends preparation of an Urban Center Plan and Urban Design Framework.

KEY ACTIONS
Consider an early 'Planned Action EIS' process to facilitate transit-oriented development at the Brooklyn light rail station site, focusing on key urban design features.

Ensure redevelopment adjacent to the Brooklyn station includes active street edges and connections to station.

Require street-level urban space on the redevelopment sites in return for density incentives; combine this space with the two station entrance plazas to create public squares/plazas.

Create a more connected pedestrian and bicycle network, and supporting infrastructure (bike storage, etc.), throughout the neighborhood to increase access to transit.

Reconfigure Brooklyn Avenue and NE 43rd Street with wider sidewalks and bicycle facilities that increase non-motorized access to the station. Incorporate small plazas, pocket parks, wide sidewalks, street trees, and active street edges to promote pedestrian activity.

Use parking policy to encourage transit use and consider using parking revenue to fund transit amenities such as shelters and signage.

Coordinate UW operated campus transportation (shuttles/circulators, parking lot shuttles etc.,) with buses and light rail to improve access for transit users.

Uptown has experienced considerable growth and will continue to undergo significant investment and change. Projects include the realignment of the street grids around the SR 99 tunnel north portal, two-way West Mercer and Roy Streets, and the Thomas Street overpass connection to the waterfront. RapidRide service is scheduled to begin in 2012. The Seattle Center has a new master plan. The Gates Foundation is adding over 2000 new jobs to the area. The Planning Commission recommends an Urban Center Plan that addresses mobility, housing opportunities, and other essential components.

KEY ACTIONS
Work closely with WSDOT and SDOT to design new street grids, signalization, and streetscapes that coordinate with new bus service, streetcar planning and bike/ pedestrian connections.

Work with Metro and DPD on good placemaking strategies that enhance the community and support ridership. Develop major bike infrastructure and facilities including the Lake-to-Bay Trail and Uptown Loop Trail.

Increase pedestrian infrastructure at Queen Anne Avenue and First Avenue North.

Integrate Seattle Center back into the heart of the neighborhood with porous edges, streetscape, and walkability.

Create better transportation connections to and from Seattle Center.

Explore new zoning and land use strategies in the Uptown Triangle that capitalize on the area's proximity to both transit and downtown.

Consider multifamily housing around Seattle Center and consider family and senior needs in area housing.