Town/urban locations are high density, consisting principally of multi-story and low to medium rise structures for residential and commercial use. Areas usually exist for light and sometimes heavy industrial use. Many structures accommodate mixed uses: commercial, residential, and parking. Urban areas usually include prominent destinations with specialized structures for entertainment, athletic and social events as well as conference centers and a state route may serve as a Main Street.

Town/urban characteristics also include:

  • Various government and public use structures exist that are accessed regularly
  • Building setbacks are both short and long
  • Streets normally have on-street parking
  • Wide sidewalks and plazas accommodate more intense pedestrian traffic
  • Bicycle lanes and transit corridors are frequently present
  • Off-street parking includes multi-level structures that may be integrated with commercial or residential uses
  • 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 town/urban context applies to most mobility and economic vitality performance measures and metrics (summarized in the tables below). Note that the town/urban 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 AccessibleAccess 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
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 facilitiesMostly
Transit Availability & ConnectivityFrequency of transit serviceMostly
Presence of local transit/regional serviceMostly
Population/jobs within 1/2 mile of transit stopMostly
Quality of ServiceMotorist Quality of ServiceHours of traffic congestionMostly
Travel time (speed), automobile, transitMostly
Pedestrian Quality of ServiceLevel of pedestrian stressMostly
Bicyclist Quality of ServiceLevel of bicycle stressMostly
Objective: Increase Predictability
Travel ReliabilityModal ReliabilityTravel time reliabilityMostly
Ferry reliabilitySometimes
Percent transit on-timeMostly
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)Mostly
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