Locations classified as suburban include a diverse range of commercial and residential uses that have a low or medium density. Suburban areas are usually (but not always) connected and closely integrated with an urban area. The buildings tend to be multi-story with off-street parking. Sidewalks are usually present and bicycle lanes may exist. These areas include mixed use town centers, commercial corridors, and residential areas. Big box commercial and light industrial uses are also common. The range of uses encompasses health services, light industrial (and sometimes heavy industrial), quick-stop shops, gas stations, restaurants, schools and libraries.

Suburban characteristics also include:

  • Heavy reliance on passenger vehicles.
  • Transit may be present.
  • Residential areas may consist of single and/or multi-family structures.
  • Building and structure setbacks from the roadway vary from short to long.
  • May have well planned and arranged multi-uses that encourage walking and biking.
  • Planned multi-use clusters may integrate residential and commercial areas along with schools and parks.
  • Some highways that fit this category may be designated by WSDOT as “Main Street Highways” (see Appendix B: Identification of State Highways as Main Streets).

The suburban context applies to most mobility and economic vitality performance measures and metrics (summarized in the tables below). Note that the suburban context is relevant for practical solutions beyond those focused on mobility and economic vitality. Additional performance measures and metrics will be developed to evaluate how WSDOT projects advance WSDOT’s goals around the environment, preservation, safety, and stewardship.

Objective: Improve Accessibility
Multimodal AccessibilityMajor Destinations AvailableAccess to jobs by driving, transit, biking, and walking (Access Score Work)Mostly
Access to non-work destinations by driving, transit, biking, and walking (Access Score Non-Work)Mostly
Pedestrian Facility Availability & ConnectivityPercent of missing pedestrian facilities within xx mile on each side of corridor segmentMostly
Pedestrian crossing opportunities per mileMostly
Intersection densityMostly
Sidewalk mile densityMostly
Percentage of ADA accessible facilities along corridor segmentsMostly
Bicycle Facility Availability & ConnectivityPercent of missing bicycle facilities within xx miles on each side of corridor segmentMostly
Percent of road network that has bicycle facilitiesSometimes
Transit Availability & ConnectivityPresence of local transit/regional serviceMostly
Frequency of transit serviceSometimes
Population/jobs within 1/2 mile of transit stopSometimes
Quality of ServiceMotorist Quality of ServiceHours of traffic congestionSometimes
Travel time (speed), automobile, transitSometimes
Pedestrian Quality of ServiceLevel of pedestrian stressMostly
Bicyclist Quality of ServiceLevel of bicycle stressMostly
Objective: Increase Predictability
Travel ReliabilityModal ReliabilityTravel time reliabilitySometimes
Ferry reliabilitySometimes
Percent transit on-timeSometimes
Network ResiliencyMultimodal RedundancyPercent of corridor segments lacking a connecting and parallel network (by mode: roadway, pedestrian, bicycle, transit)Mostly
Objective: Increase Efficiency
Mode UsageMode SharePercent mode shares (by mode)Mostly
Transit mode shift potential (commuter, non-commuter)Mostly
Person OccupancyPersons per vehicle (PMT/VMT)Sometimes
UtilizationMultimodal Capacity UsageFerry persons and vehicles carriedSometimes
Transit persons and vehicles carriedSometimes
Rail persons and vehicles carriedSometimes
ThroughputVehicle throughputMostly
Person throughputMostly
Freight throughputSometimes
Objective: Mobility
Accessibility to EmploymentAccess to jobs by driving, transit, biking, and walking (Access Score Work)Mostly
Accessibility to non-work destinationsAccess to non-work destinations by driving, transit, biking, and walking (Access Score Non-Work)Mostly
Objective: Business Growth and Diversity
Investment serves infill development in priority growth areasInvestment is within an Urban Growth Boundary and is identified as a need or priority in the relevant local comprehensive plan or regional Metropolitan Transportation PlanMostly
Support for growth in an identified Opportunity ZoneProposed transportation investment or strategy is located in a designated Opportunity Zone, and aligns with the local placemaking and investment plan created for that Opportunity ZoneMostly
Alignment with Statewide Freight PlanInvestment meets the evaluation criteria outlined in WSDOT’s 2017 Freight System Plan and coinciding Freight Investment PlanMostly
Land Value AddedEstimated change in US dollar value of single-family residential, multifamily residential, and commercial real estateMostly
Transportation cost effectivenessDirect economic activity (tax revenue) generated compared to project lifecycle costMostly
Objective: Quality Of Life
Support for areas of health disparitiesProject is in a designated location with identified health disparities and will help address those disparitiesMostly
Monetized health benefits of improved access to active transportationEstimated dollars of benefit from increased person miles traveled by biking and walking across a defined geographic areaMostly
Access to affordable housingAverage housing and transportation costs in a specified geographic area as a percentage of household incomeMostly