Chapter 4 - Pedestrian

CHAPTER 4 PEDESTRIAN INTRODUCTION This chapter summarizes pedestrian facility needs on-campus and within the neighborhoods bordering the University of Washington. The chapter sections outline the existing conditions and deficiencies for pedestrian travel, identify future needs and recommend an improvement plan to address these deficiencies and needs. EXISTING CONDITIONS The pedestrian network consists of sidewalks, pedestrian bridges and off-street paths. Most of the crosswalks are located at street intersections, but some mid-block crosswalks are provided. The Burke-Gilman trail is a regional trail that is also an integral element of the pedestrian and bicycle system along the east side and south side of campus. This multi-use trail connects the main campus to neighborhoods northeast and west of campus. Pedestrian access is constrained by several physical and geographical barriers around the University that limit the number of pedestrian access points from surrounding areas. Each of these barriers creates choke points for pedestrians accessing campus from distances greater than one-half mile from the center of campus. These barriers are Interstate-5 to the west, the 45th Street viaduct to the northeast, the Ship Canal to the south and Lake Washington’s Union Bay to the East. Primary pedestrian access is provided by the Burke-Gilman trail, 15th Avenue to the west, 45th Street to the north, Montlake Boulevard to the east and across the University and Montlake Bridges to the south. These are the widest facilities within the network with a typical width of 10 – 12 feet. The existing pedestrian network is illustrated in Figure 4-1 along with the total observed width of each pedestrian link.78 The unobstructed or effective width is often times less than the total width due to features such as bus shelters, trees or light poles. The network includes grade-separated bridge crossings over 15th Avenue, Pacific Street and the Burke-Gilman Trail. Field surveys were conducted to inventory existing pedestrian network. Areas to the south of the Ship Canal Bridge were outside the study area based on the fact that all pedestrian, bicycle and vehicle count data was conducted within the area bounded by 50th Street, I-5, Lake Washington to the east, and the Ship Canal/Montlake cut to the south. 78 University of Washington Master Plan Pedestrian Element Page 4-1 Transportation Technical Report August 2001 Avenue NE 50th Street Way Roosevelt Brooklyn Avenue Avenue NE 45th Street NE 43rd St 7th Avenue NE 42nd St NE 41st St 17th Avenue 15th 11th NE Bo at Str e et NE Pa ci f ic St re et LEGEND - 6 Ft. or Less Sidewalks (total width) - 6-10 Ft. Sidewalks (total width) - 10 Ft. or Greater Sidewalks (total width) - Pedestrian Bridge (Grade Separated) Note: Widths shown are total width not effective width. Usable space along pathway could be less due to street amenities such as bus stops, light poles, refuse receptacles, etc. B urke -Gilman Trail Montla ke B ou levard NE 40th Street NE DKS Associates The campus is served by sidewalks along Memorial Way, Pend Oreille Road and 40th Street that connect to the interior loop road of Stevens Way which travels through central campus. These sidewalks are between 6 and 10 feet wide with the exception of Memorial Way, where sidewalks are greater than 10 feet (see Figure 4-1). In addition to these sidewalks, multiple paths are also located in the central, east and south campus areas. These pathways are core elements of intracampus circulation and range in width from less then six feet up to twenty feet in some locations. Generally these paths are paved (with brick, concrete or asphalt) but some of the smaller paths are unpaved. There are numerous striped crosswalks located along roadways on campus. The west campus area has striped crosswalks at intersections as well as the south campus area. There are some mid-block crosswalks in both south and west campus, however the majority of mid-block crosswalks are contained in the central campus area. This is due to the high pedestrian activity and nature of pedestrian movements in central campus. Many of the interior campus pathways throughout central campus cross Stevens Way, Memorial Way, Pend Oreille Road, Mason Road, Jefferson Road and 40th Street. When these paths cross these roadways mid-block crosswalks typically exist. This leads to multiple paths offering a variety of connections to other parts of campus. In total, central campus has 41 striped crosswalks along Stevens Way, 8 along Mason Road, 7 along Memorial Way, 4 along Pend Oreille Road, 4 along 40th Street and 4 along Jefferson Road. South campus also has a number of mid-block crossings with 10 located on Columbia Road. Figure 4-2 shows the locations of these crosswalks. The number of striped crosswalks along Stevens Way provides for minimal out of direction pedestrian travel but may increase auto and bus travel time 79 Figure 4-2 – Striped Unsignalized Crosswalks on Central and South Campus 17th Avenue 18th Avenue 19th Avenue 20th Avenue 15th Avenue 21st Avenue 45th Street Memorial Way 43rd Street 42nd Street Pen dO Jefferson Rd Mason R Campus Parkway 40th Street NE Pa cif ic Str e et Bu r ke - Gi lm an Tr ai l Co lu m bia LEGEND Ro a d - Stripped pedestrian crosswalk location Sidewalk inventory conducted through a series of field visits by DKS Associates during October 1999 through February 2000. University of Washington Master Plan Pedestrian Element Page 4-3 Transportation Technical Report August 2001 Montlak e oad Boulev ar d 41st Street NE s en ev St ay W reille DKS Associates The functional designation of campus pedestrian facilities was compiled from previous system plans done by other agencies and groups to address the compatibility and consistency for each element. The reviewed plans included the City of Seattle Transportation Element and the University Community Urban Center Plan (UCUCP)80. The Metropolitan Transportation Plan (MTP) by the Puget Sound Regional Council (PSRC) also defined a few key pedestrian corridors81. Table 4-1 summarizes the pedestrian functional classifications the area. Table 4-1 – Pedestrian Functional Classification for University Area Location Roosevelt Way 11th Avenue 12th Avenue Brooklyn Avenue University Way 15th Avenue 16th Avenue 17th Avenue 18th Avenue 19th Avenue 20th Avenue 21st Avenue Eastlake Burke-Gilman Trail 50th Street 47th Street 45th Street 43rd Street 42nd Street 41st Street Campus Parkway Pacific Street Boat Street PSRC Major separated trail - City of Seattle Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Urban Trail Urban Trail Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street UCUCP Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Key Pedestrian Street Survey Data In general, pedestrians will travel approximately one-quarter mile to a popular destination site, and 73 percent of all pedestrian trips are less than one-half mile82 based on surveys in the State of Washington. However, the demographics the University setting create opportunities for longer pedestrian trips, up to or over one mile in length. According to the University of Washington UPASS survey, nearly 30 percent of the University population live within one-mile of campus83 and many walk to campus. Pedestrian functional classification for the City of Seattle was taken from the City of Seattle Comprehensive Plan Transportation Element (adopted July 25, 1994) and can be found at: http://www.cityofseattle.net/planning/CompPlan/HomeCP.htm. The University Community Urban Center Plan, September 1998, page 40, figure 10, shows the same information as the City of Seattle Comprehensive Plan. 81 1995 Metropolitan Transportation Plan, Puget Sound Regional Council, adopted May 25, 1995. Information for pedestrian facilities found on pages 149-151. 82 According to the Pedestrian Facilities Guidebook, prepared for the Washington State Department of Transportation, September 1997, pg. 1218. 83 Information provided in the U-PASS Users’s Guide 1999-2000 page 16. 80 University of Washington Master Plan Pedestrian Element Page 4-4 Transportation Technical Report August 2001 DKS Associates The University of Washington conducts a biennial U-PASS telephone survey that estimates the mode choice by users to and from the campus based on statistical sampling methodology84. The most recent survey data (1998) showed an average of 27 percent of the students, faculty and staff walk to campus85 which is a slight increase from the survey nine years earlier that had 23 percent average walking trips. In 1998, six percent of the faculty walked to campus, while three percent of staff and 39 percent of students traveled by foot. Figure 4-3 shows the difference in mode-split between students, faculty and staff in 1989 and 1998. Figure 4-3 – Historic Comparison of Walking Mode Split by Campus Users Historic Walking Mode Spit Data 40% Mode Split Percentage 30% 20% 10% 0% Students Faculty Campus Users Staff 1989 1998 Faculty and staff walking mode share is significantly lower than students as shown in Figure 4-3. Over the past ten years the student walking mode split has risen (from 31 to 39%) while the faculty and staff walking mode share has decreased (faculty from 7 to 6%, staff from 6 to 3%). Existing Count Data Pedestrian counts were performed around the University of Washington to determine the activity levels and temporal distribution of pedestrians entering and exiting campus86. Pedestrians were observed at cordon locations bordering the central campus area and at selected commuter locations. Table 4-2 summarizes the entering and exiting pedestrian activity while Figure 4-4 summarizes the detailed pedestrian border activity surrounding the University. 84 See the technical appendix of the U-PASS Telephone Survey 1998 conducted by the Gilmore Research Group prepared for the King County Department of Transportation and the University of Washington for a detailed explanation of the survey methodology. 85 Information provided in the 1999 U-PASS Annual Report prepared for the University of Washington, pg. 3. 86 Pedestrian counts were performed in October 1999 and were only conducted on days where the weather was not inclement. Peak times of the day were based on full time period counts at three locations (17th Avenue entering campus, the middle pedestrian bridge across Montlake Boulevard to campus for the south end of the E1 parking lot, and that the intersection of 15th Avenue/NE Pacific Street from 7:00 AM through 6:00 PM). The peak times of the day were determined to be between 7 AM and 9 AM for the morning and between 3 PM and 6 PM in the evening. These peak times were based on typical vehicles peaks and may not reflect the actual peak of pedestrian activity. Generally, the AM peak and/or PM peak pedestrian counts reflect approximately 70% or higher of the mid-day peak counts where the mid-day peak was higher. University of Washington Master Plan Pedestrian Element Page 4-5 Transportation Technical Report August 2001 NE 50th Street Avenue University Way NE Avenue Avenue Way Roosevelt NE 45th Street 15th 17th T NE 43rd Street 7th Avenue A B C D 277 (370) S 1) 182 (24 11th E NE NE 42nd Street R 78 (14 5) F Boulev ard NE 41st Street Q P Trail G NE Bo at Str e Burke -Gilman 24 6( 46 2) et N M NE A 554(110) 31(331) B 172(38) 8(85) Pa ( 4 cif 26 ic ) St re et 31 4 K L J ( 277 ) 237 C 215(136) 43(268) D 76(42) 5(110) E 12(0) 2(20) F 348(40) 11(148) G 56(13) 7(46) H 665(108) 36(254) I 189(150) 31(194) J 12(83) 49(49) 358 (4 34) I Montla ke 58 (2 56) H NE 40th Street O K 42(39) 28(32) L 177(131) 227(109) 35 0) (8 M 131(172) 35(63) N 3(47) 100(16) O 130(516) 571(306) P 104(682) 906(261) Q 31(257) 16(8) R 41(447) 470(186) S 17(258) T 20 7 4( 250(180) 1) LEGEND A - Directional Data Count Location AM (PM) - AM and PM Peak Hour Volume on Burke-Gilman Trail AM (PM) - AM and PMPeak Hour Volume by Direction AM (PM) DKS Associates Table 4-2 – Central Campus Pedestrian Data Entering Campus AM Peak Hour PM Peak Hour 5,304 1,905 Exiting Campus 926 4,122 Total 6,230 6,027 The top five entry/exit locations in the AM peak hour for campus comprise approximately 56% of the total AM pedestrian activity and are located (in order of activity) at: · · · · · Pedestrian bridge at Schmitz Hall with 1,010 total pedestrian activity (906 entering/104 exiting), Pedestrian bridge from E1 parking lot at Wahkiakum Lane with 702 total pedestrian activity (665 entering/37 exiting), NE 40th Street with 701 total pedestrian activity (571 entering/130 exiting), Memorial Way with 585 total pedestrian activity (554 entering/31 exiting), and NE 42nd Street with 511 total pedestrian activity (470 entering/41 exiting). The top five entry/exit locations for the PM peak hour for campus comprise approximately 54% of the total PM pedestrian activity and are located (in order of activity) at: · · · · · Pedestrian bridge at Schmitz Hall with 943 total pedestrian activity (261 entering/682 exiting), NE 40th Street with 822 total pedestrian activity (306 entering/516 exiting), NE 42nd Street with 633 total pedestrian activity (186 entering/447 exiting), Memorial Way with 441 total pedestrian activity (110 entering/331 exiting), and NE 43rd Street with 438 total pedestrian activity (180 entering/258 exiting). It can be generally noted that during the peak times the highest pedestrian movements can be related to pedestrian/bus activity (indicating a mode change in trip to/from a bus) and walking only types of trips (to/from home or retail). The linkage to the E1 parking lot represents another type of pedestrian trip interchange (from parked vehicle to campus). Existing pedestrian counts were also conducted at multiple locations surrounding the University of Washington during peak hours88 in conjunction with the vehicular peak hour counts. Figures 4-5 and 4-6 summarize the commute peak hour pedestrian count data for the area. These counts help to determine the number of pedestrians using the existing pedestrian network on streets surrounding the University. These counts were taken during the same hours of the day (7-9 AM 87 Pedestrian counts were performed in October 1999 and were only conducted on days where the weather was not inclement. Peak times of the day were based on full time period counts at three locations (17th Avenue entering campus, the middle pedestrian bridge across Montlake Boulevard to campus for the south end of the E1 parking lot, and that the intersection of 15th Avenue/NE Pacific Street from 7:00 AM through 6:00 PM). The peak times of the day were determined to be between 7 AM and 9 AM for the morning and between 3 PM and 6 PM in the evening. These peak times were based on typical vehicles peaks and may not reflect the actual peak of pedestrian activity. Generally, the AM peak and/or PM peak pedestrian counts reflect approximately 70% or higher of the mid-day peak counts where the mid-day peak was higher. 88 As a base case, intersection pedestrian data was provided by the City of Seattle during their 1998 turning movement survey. Where data was older than 1998 it was updated with current pedestrian counts performed in the month of October 1999 in conjunction with turning movement count data at intersection locations. University of Washington Master Plan Pedestrian Element Page 4-7 Transportation Technical Report August 2001 NE 50th Street Avenue Avenue University Way NE Avenue Avenue 17th Way Roosevelt 11th Brooklyn NE 45th Street 15th M L B P NE 43rd Street 7th Avenue NE 41st Street J NE 40th Street A I D O Tr ail Montlak e G NE Bo at Str e Q et NE Pa ci f ic St re et A 220 422 303 H 296 B 4 1025 90 C 568 296 179 C 32 D 199 300 303 E 179 256 257 F 43 611 172 G 77 351 59 H Bur keGilma n 244 426 I 85 Boule E vard F NE NE 42nd Street K N 227 103 J 167 240 86 235 194 128 86 140 233 47 355 83 314 K 143 267 139 L 341 75 261 M 158 157 173 N 105 260 O 99 258 56 P 0 20 113 Q 71 167 LEGEND 28 210 271 196 355 40 - AM Peak Hour Pedestrian Volumes A 00 - Directional AM Peak Hour Volume - Intersection Location - Directional AM Peak Hour Volume NE 50th Street Avenue Avenue Way L University Way NE Avenue Roosevelt 11th Brooklyn D A B 15th NE 45th Street P I NE 43rd Street 7th Avenue NE 41st Street G NE 40th Street J E F NE Bo at Str e et A 542 NE 394 597 Pa ci f ic St re et 383 B 525 256 759 C 388 296 449 272 264 D 577 120 329 E 76 711 282 F 156 298 182 G 150 189 139 H 67 Bur keGilma n Tr ail Montlak e Q N 221 316 I 235 Boule H vard M NE NE 42nd Street C 17th Avenue O K 283 155 J 211 226 287 213 90 254 128 205 134 438 220 349 276 K 30 725 60 L 246 136 270 M 83 260 41 N 90 167 199 O 202 141 204 P 111 226 148 Q 105 10 LEGEND 189 325 252 160 184 40 - PM Peak Hour Pedestrian Volumes A 00 - Directional PM Peak Hour Volume - Intersection Location - Directional PM Peak Hour Volume DKS Associates and 3-6 PM), but on different days than the central campus cordon counts described earlier (and shown on Figure 4-4). Pedestrian activity levels may be higher during mid-day hours (9 AM to 3 PM) at some campus locations. The AM peak hour only has three intersections with pedestrian activity over 1,000 while the PM peak hour has six intersections with pedestrian activity over 1,000. The three top locations in the AM peak hour are located to the west, north and south. The top five locations in the PM peak are all located to the west along University Way. Figures 4-5 and 4-6 show the top 17 pedestrian count locations (shown highest “A” to lowest “Q”) for each peak period. During the AM peak hour the highest pedestrian activity is concentrated along the Campus Parkway, 40th Street and 41st Street area near campus (relating to bus activity). In the PM peak hour the heaviest pedestrian activity focused along University Way, Campus Parkway and 45th Street (relating to both bus and commercial activity is located within the area). Since the majority of retailers are not open in the AM peak, there are significant differences in the PM peak. In both peaks the crossing of 45th at 17th is a high volume pedestrian movement. NEEDS The pedestrian system needs are by two categories: existing needs and future needs. The existing needs are deficiencies that currently exist in the pedestrian network. The future needs are those area in the pedestrian network that could be serviced better based on forecasted conditions. The existing needs will be addressed in the following text, and the future needs will be addressed in the forecasted conditions section of this document. For the purpose of evaluating the existing needs, three categories of areas are defined. These three are off-campus, campus access defined by the border area of 15th Avenue, 45th Street, Pacific, Pacific Street and Montlake Boulevard, and core campus defined by the border of Memorial Way, Stevens Way and 40th Street to address the interior circulation on campus. Off-campus Adequate facilities surrounding the University help serve pedestrian trips to and from campus as a primary mode of travel. Some deficiencies exist in the pedestrian network accessing campus, generally grouped in three areas: gaps in the pedestrian network; safe/efficient pathways for pedestrian connections; and the general condition of existing pedestrian facilities 89 As a base case, intersection pedestrian data was provided by the City of Seattle during their 1998 turning movement survey. Where data was older than 1998 it was updated with current pedestrian counts performed in the month of October 1999 in conjunction with turning movement count data at intersection locations. University of Washington Master Plan Pedestrian Element Page 4-10 Transportation Technical Report August 2001 DKS Associates Sidewalks and pathways are provided in most directions to/from campus. There are a few gaps in the pedestrian network today: · · · · · Pacific Street and Northlake Way under the University Bridge and west to under I-5, Boat Street to the east of 15th Avenue NE, in front of the Jensen Motor Boat Company, North side of 45th Street viaduct, Lower 40th Street (south side) from Pacific Street east to 7th Avenue (gaps), and Upper 40th Street west of 9th Avenue on the south side of the road. Sidewalks to the north of campus (particularly between 17th Avenue and 20th Avenue) are also in poor condition. In this area the sidewalks are narrow for the number of pedestrians being serviced during the peak times of the day, and the panels that make the sidewalk have become unstable due to being “pushed-up” from tree roots that have grown over the years. On Pacific Street west of campus, the sidewalk disappears into a large expanse of asphalt roadway with angled parking. This area presents the largest gap in the waterfront walkway for pedestrians. The path from 40th Street west of I-5 to campus provides an example of a corridor to the west that is not pedestrian friendly. Crossing I-5 is a barrier and at the interchange areas (45th and 50th) presents many potential conflicts. 40th Street provides a lower volume route direct to campus. However, Upper 40th Street is missing sidewalks on the south side of the street, where unrestricted parked cars fill the right of way. Lower 40th and Pacific Street is an odd geometry intersection and the crosswalk is set back from the intersection. Currently visibility by a vehicle to see a pedestrian at this location does not happen until just underneath the University Bridge overpass. To adequately provide enough sight distance for a vehicle traveling at 30 miles per hour (the posted speed), a vehicle would need to see the pedestrian at approximately 200 feet from the crosswalk90. This would place the vehicle at the intersection under the University Bridge overpass. Additionally, there are gaps in the paved sidewalk and the linkage to the Burke-Gilman trail is not direct. For transit riders using the freeway flyer transit service, walking along and across Montlake Boulevard from SR-520 to and from campus is obstructed by inadequate sidewalk facilities and is delayed by short pedestrian cycles at traffic signals. Another difficult location for pedestrians is connection from Eastlake Way to Roosevelt Way/11th Avenue. It is difficult for pedestrians to cross this location to/from campus in a safe manner with multiple roadways merging and diverging. On-campus within City Right-of-Way There are parts of the campus (specifically located in west campus and parts of south campus) where the “feel” of the area is that of a city street, even as it is within the borders of campus. In particular crosswalks across city streets at 15th Avenue, Campus Parkway, Brooklyn Avenue and Pacific Street are part of campus circulation. 90 Based on design criteria found in the AASHTO: A Policy on Geometric Design of Highways and Streets 1994 for braking reaction time and breaking distance. Stopping sight criteria of 200 feet was developed using a worst case scenario of 2.5 seconds reaction time on wet pavement. University of Washington Master Plan Pedestrian Element Page 4-11 Transportation Technical Report August 2001 DKS Associates Some of these crosswalks are in poor condition. Figure 4-7 shows the crosswalk condition at Campus Parkway/Brooklyn Avenue where the existing roadway surface is severely cracked and rutted. Unsignalized crossings are another concern. On 15th, Pacific, Brooklyn and University Way there are unsignalized crossings for pedestrians on high volume streets. These locations require adequate sight distance, lighting and clear sight lines to assure both vehicles and pedestrians can see each other. With the potential of a Sound Transit station adjacent to the crossings of 15th Avenue, design treatments should be sensitive to needed sight distance and/or controlled crossings. Figure 4-7 – Crosswalk at Campus Parkway/Brooklyn Avenue It may be desirable to consider improved signing and marking of these unsignalized crossings including items such as advanced detection (infrared, video) linked to overhead flashing signs and/or in-road flashing lights. Some street crossings have pedestrian push buttons that increase pedestrian travel time. Others have large crossing distances and large curb radii that increase the time that pedestrians are exposed to traffic. Central Campus Access One area that could be improved for pedestrian access to the campus would be the crossing connection at Campus Parkway/15th Avenue. Count data indicates that this is one of the top pedestrian flow areas within the campus on adjacent intersections. Some pedestrians crossing at this location use the pedestrian bridge located on the north leg of the intersection to cross 15th Avenue. Currently there is a circular pedestrian walkway on the southeast corner of the intersection. This circular stairwell only offers access to the east edge of 15th Avenue (Figure 4-8) and is not desirable for the majority of pedestrians due to out of direction travel. The east edge of 15th Avenue also creates a physical barrier to due to the vertical change in elevation. All access to the campus is aligned with the signalized intersections at 43rd Street, 42nd Street, 41st Street and 40th Street. Because of this vertical elevation change, wider access paths would help open up the campus to entering and exiting pedestrians to/from 15th Avenue. Campus access from the west crossing 15th Avenue is also problematic due to lengthy signal delays and transit queues that form which at times can partially block access to campus. University of Washington Master Plan Pedestrian Element Page 4-12 Transportation Technical Report August 2001 DKS Associates Figure 4-8 – Circular Stairwell at Other areas lacking direct campus Campus Parkway (eastbound)/15th Avenue access is University Village, the large retail area to the northeast of campus (and campus housing to the north). Physical barriers such as the 45th Street viaduct make accessing this area from central campus difficult. The current access is either provided via Pend Oreille Road to 25th Avenue or Montlake Boulevard, both of which have difficult pedestrian crossings due to unique geometric constraints of the roadways, or via the 45th Street viaduct. The 45th Street viaduct access is provided through an underpass at the junction of 45th Street with Montlake Boulevard. To gain access to this underpass (from the south side of the viaduct) a pedestrian is forced to cross over the free right travel lane from 45th Street (eastbound) to Montlake Boulevard (southbound) and then travel along an unpaved pathway. This connection creates conflicts between pedestrians and vehicles. Campus Memorial Way, Stevens Way, 40th Street and Pend Oreille serve the interior of Central Campus with branch pedestrian paths from these roadways. The core pedestrian activity on campus occurs within this border. The access to the interior of campus is serviced from Stevens Way via some key pedestrian paths such as Skagit Lane, Pierce Lane, Klicitat Lane, Thurston Lane and Grant Lane. There are some locations that seem to be disconnected (i.e. do not make a direct connection across Stevens Way) or scatter pedestrian through a large area when crossing Stevens Way. These locations are Klickitat Lane and the connection from the Student Union Building (HUB) across to the engineering library and Loew Hall. Klicitat Lane is a major pedestrian path from the north that crosses Stevens Way and feeds into campus. At the point where Klickitat Lane meets Stevens Way (from the north), pedestrians can cross in two locations. The first is at the crosswalk from Klickitat Lane at Stevens Way. Pedestrians then travel along the southern Stevens Way sidewalk for approximately 100 feet to continue along Klickitat Lane. The other crossing is located to the east approximately 120 feet and aligns with the Klickitat Lane connection into campus. In either case, pedestrians must travel out of direction along Stevens Way in a narrow section of pedestrian facility (approximately 6 feet on each side, less than half the size of the walkway on Klickitat) to connect from one section of Klickitat Lane to the other. University of Washington Master Plan Pedestrian Element Page 4-13 Transportation Technical Report August 2001 DKS Associates Another area where crossing Stevens Lane is random in nature is the area near the HUB to the engineering library and Loew Hall. At this location there are three striped pedestrian crossing in approximately 225 feet. This creates a random nature in crossing because pedestrians are not focused on one crossing in the area. The option for three crossings leads to multiple diagonal crossings that do not use the crosswalks91. There are approximately 41 stripped pedestrian crossing along Stevens Way which is just over 1 mile in length. In many cases, multiple crosswalks help to service the same pedestrian path on campus. These crossings can lead to excessive delays along Stevens Way for busses and vehicles during between-class times of the day. Consolidation of some of these crosswalks (through development of building edges and wide consolidated walkways) may help to focus pedestrians to certain pedestrian paths that could be enhanced to better service the area as well as help to reduce delays to vehicles and busses servicing campus along Stevens Way. There are some connections which could be improved on campus that currently either do not create direct easily accessible pedestrian linkages and/or would help link major pedestrian connections. These areas are: · The connection from 40th Street at 15th Avenue to Grant Lane – currently this area is pedestrian unfriendly with narrow sidewalks (around buildings and landscaping) and heavy vehicular movement accessing central campus on Stevens. This has the potential to become a repeat of the HUB area if development patterns are not used to consolidate pathways into broad, pedestrian-friendly walkways with focused crosswalks. Whitman Court/McCarty Hall/Hansee Hall path – the currently path that services this pedestrian movement is narrow and links two major pedestrian corridors, Klickitat Lane and Whitman Court. Clark Road link from Mary Gates Memorial Drive to Walla Walla Road – this connection currently is one of the only pedestrian access paths for east campus and currently does not have grade separated sidewalks. 43rd Street connection east of 15th Avenue – the current path from 43rd Street at 15th Avenue to central campus is not defined and weaves throughout the N1 and N2 parking areas. Connection from University Bridge to Boat Street – the current connection is via Adams Lane and a small pathway near Mercer Hall. Connection from south campus waterfront to east campus – the current connection crossing Montlake Boulevard is made via a stairwell running parallel to Montlake Boulevard at the Montlake Bridge then around the turrets of the bridge via a narrow pathway (approximately two feet wide) then back up a stairwell to a pathway on the other side of the bridge. Burke-Gilman trail – currently there are areas where standing water gathers during inclement weather which is not desirable given the number of pedestrians being served (it would not be allowed on a vehicle roadway). Landscaping which needs to be cleared or relocated sometimes obscures sight lines at pedestrian intersections crossing the trail. Connection from the Physics/Astronomy Building to Drumheller Fountain – the current path is weaves between the Chemistry Library and Benson Hall and is not a direct linkage. · · · · · · · 91 Based on field observations during peak times of pedestrian use during the day at this location. University of Washington Master Plan Pedestrian Element Page 4-14 Transportation Technical Report August 2001 DKS Associates FORECASTED CONDITIONS AND NEEDS The future pedestrian needs for the University of Washington is based on two primary factors: new development location and potential light rail station locations. Future access to and from campus should focus on serving at a minimum new development in the area. The following text addresses the larger issues associated with future pedestrian needs. New Development Development in the area by the University of Washington will help to define major pedestrian paths to access campus. Areas defined by the Master Plan for potential sites for new development focus on areas to the west, central campus and north campus. Improving connections to these areas will be a driving force for future pedestrian connections in the area. The other factor affecting Figure 4-9 – 1/3 Mile Radius from Potential development is housing. Whether the LRT Stations housing currently exists, or it is being planned, housing within approximately ½ mile radius from campus should help capture a walk trip to/from campus92. This will require direct, high quality walking paths from the new housing to central campus. The barriers around the University such as I-5 and the bridges create barriers and funneling points for pedestrians. Additional housing developed by the University for students should try to be focused within 1,000 feet of the University to maximize walking mode split. Transit Service The University of Washington may be serviced in the future by improved transit services. These improved services could be more frequent bus service, new/revised routes, or even the potential of light rail service. Providing connections to/from future transit service is a key element to future pedestrian needs. For example, the preferred light rail alignment found in the Central Link Light Rail Transit Project Final Environmental Impact Statement (as of November 1999) locates a potential station at 15th Avenue/Pacific Street and another potential station at 45th Street/15th Avenue. Transit stations generally draw pedestrian activity on average of 1/3 of a mile in all directions from their locations93. Figure 4-9 shows where this 1/3 mile radius could be for potential stations located Based on nationwide research found in Urban Space for Pedestrians, by Boris Pushkarev with Jeffrey M. Zupan, © 1975, pg 53. Information derived from Mode of Access and Catchment Areas of Rail Transit, prepared for Transit Cooperative Research Program, Transportation Research Board and the National Research Council, March 1996. The 1/3 mile radius from rail transit stations would capture an 85% market share of the area for walking. That corresponds to 85% of the rail transit users at each station would have walked to the transit station from 1/3 of a mile or less. 93 92 University of Washington Master Plan Pedestrian Element Page 4-15 Transportation Technical Report August 2001 DKS Associates near the University. This would potentially service an area approximately bounded by I-5 to the west, 52nd Avenue to the north, Montlake Boulevard to the east, and the south waterfront area. By 2010 the forecasted number of daily light rail users accessing potential stations in the University District is approximately 19,100 users94. Such a large number of pedestrians accessing light rail would need direct connections to both campus and to other transit (bus) services to service the forecasted demand for light rail use. Pedestrian facilities near transit stations that link to other uses in the area should be a minimum of 15 feet in width without any obstructions. Servicing Areas It is important to focus on improving connections to/from campus for developing areas and for light rail, but it is also important to maintain the access points to/from campus that currently service the surrounding University of Washington area. Table 4-3 summarizes the surrounding areas of the University (within a ½ mile radius) that access campus and indicates the potential route that should be maintained/enhanced as future development of the Master Plan occurs. Access to/from campus may extend beyond ½ mile radius, but this radius should capture a majority of the walk trips to campus. Table 4-3 – Pedestrian Routes to Campus by Area Area Northeast North Northwest Bounded by 45th Street (east/west) 21st Avenue NE (north/south) 21st Avenue NE (north/south) 16th Avenue NE (north/south) 16th Avenue NE (north/south) NE 43rd Street (east/west) 43rd Street (east/west) 40th Street (east/west) Potential Barrier(s) 45th Street viaduct Steep grade change from 21st Avenue to 25th Avenue Access along 18th Avenue and 20th Avenue 15th Avenue wall only allows access at 15th Avenue/45th Street and at 15th Avenue/43rd Street 15th Avenue wall at the east end of Campus Parkway reroutes pedestrians along Campus Parkway to Schmitz Hall pedestrian bridge. 15th Avenue wall Pacific Street Pacific Place Pacific Street Ship Canal Montlake Boulevard Desired Route(s) Burke-Gilman Trail 25th Avenue NE Clark Road 17th Avenue 19th Avenue 15th Avenue 45th Street 43rd Street 42nd Street 41st Street Pedestrian bridge Campus Parkway University Bridge 40th Street Burke-Gilman Trail Burke-Gilman Trail Pacific Street 15th Avenue Pedestrian bridges over Pacific Street Burke-Gilman Trail Rainier Vista Montlake Bridge Pedestrian bridge over Montlake Blvd. Clark Road Wahkiakum Lane Pedestrian bridges over Montlake Blvd. West Southwest 40th Street (east/west) Garfield Lane alignment Garfield Lane alignment Snohomish Lane alignment Snohomish Lane alignment 45th Street South East 94 Forecasted daily station use for the preferred alignment was provided by Sound Transit in the Central Link Light Rail Transit Project Final Environmental Impact Statement, November 1999, pg. 3-23. University of Washington Master Plan Pedestrian Element Page 4-16 Transportation Technical Report August 2001 DKS Associates MASTER PLAN PEDESTRIAN GUIDELINES FOR DEVELOPMENT The following are guidelines found in the Master Plan for pedestrian facilities and circulation for future development and/or redevelopment for the University of Washington. · · · · · · · Directly connect campus pedestrian routes to major external routes to facilitate commuting by walking. Establish pathway widths that are adequate to provide unimpeded passage during peak pedestrian volumes. Minimum six feet wide, unobstructed with appurtenances, whether sidewalks on-street or separated. All pathways shall be well lighted to facilitate security and safety at a commercial/industrial level. Scale lights and intensity to serve pedestrians95. Safe surfaces, especially when wet; and well drained. Wherever possible, provide accessible grades. Minimize conflicts with vehicles, service, and bicycles. Separate as much as feasible – for example utilize landscape strips next to streets. Where different travel modes intersect, incorporate design elements which provide clear distinction of right-of-way. ä Continue University of Washington marking standards, on major roadways, of tinted cement paving tiles with reflective white markers on the side. ä Where driveways and service roads intersect with major roadways, maintain constant sidewalk elevation, providing driveway apron to bring vehicles up to sidewalk level (particularly for loading areas). ä Consider delineating service roads and parking access roads to maintain appearance of shared vehicle/pedestrian space. ä Provide texture distinction. Generally align to serve origins and destinations as directly as possible. Site buildings and pathways to facilitate this objective. Facilitate “wayfinding” by providing sight lines to destinations and intermediate places, and to major landmarks from which a person can comprehend their relative location. In particular develop sites in a manner that does not increase direct walking distances by more than 15%. At high-use pedestrian entrances to the campus, provide gateway features that announce the entrance. At these and high volume internal crossings, provide appropriate signage and maps. Walkway widths should be minimum 20 feet at these points. Provide covered pathways such as through buildings or colonnades on buildings. Consider freestanding covers when such covered pathways are not appropriate. · · · · OPTIONS CONSIDERED The development of recommendations for pedestrian improvements for the University of Washington Master Plan considered a wide range of options. These options focused on the new development (or redevelopment) of buildings, creating direct connections or improving existing 95 Guidelines found in the 1994 American Association of State Highway and Transportation Officials indicate that for industrial and commercial areas local streets and sidewalks should has a minimum lux (illumination level) of 9.7 rating. Reference taken from A Policy on Geometric Design of Highways and Streets 1994, AASHTO, pg. 441. University of Washington Master Plan Pedestrian Element Page 4-17 Transportation Technical Report August 2001 DKS Associates connections for major pedestrian origins and destinations, introduction of light rail into the area and providing safe and efficient movement for pedestrians. FUTURE PEDESTRIAN STRATEGIES The University of Washington has developed and implemented a Transportation Management Plan (TMP) to help guide and direct transportation choices for trips to and from campus. This TMP provides strategies for each mode of travel. The recommended strategies found in the TMP cover a wide variety of options. Table 4-4 summarizes the pedestrian strategies found in the TMP. The effectiveness percentages shown in Table 4-4 relate to the effectiveness to shift a vehicle trip to a pedestrian trip and the range of effectiveness is shown due to the synergistic effect of implementing multiple strategies that could increase the effectiveness of one strategy. Table 4-4 – Pedestrian Strategies and Effectiveness Strategy Coordinate with the City of Seattle to identify local pedestrian improvements. Designate and improve priority pedestrian commuting corridors. Increase pedestrian safety and connectivity Increase marketing of walking. Effectiveness1 0-1% 0-1% 1-2% 1-2% 1 Effectiveness indicates the potential for shift from total campus SOV use to other modes of travel. SOURCES: Guidance for Estimating Trip Reductions From Commute Options, Oregon Department of Environmental Quality, August 1996 Guide to Calculating Transportation Demand Management Benefits, Victoria Transport Policy Institute, November 1999. RECOMMENDED IMPROVEMENTS A number of recommended improvements have been developed in order to create a more pedestrian friendly environment in and around campus. These recommendations focus on improving existing pedestrian corridors and creating new direct connections for pedestrians. The University is unlike many regular pedestrian facilities because of the large pedestrian walkways that do not exist on a regular city street. To make it easier to reference recommended improvements, the following criteria have been developed to classify different pedestrian facilities on campus. The criteria used to develop these standards were primarily based on the existing or proposed width of the facility. Other factors such as connectivity potential (the potential to connect two or more major pedestrian destinations) and the volume of pedestrians should also be used to help define the type of pedestrian facility. Table 4-5 indicates the desired and minimum widths for improvements to pedestrian facilities (represented in unobstructed widths). Table 4-5 – Pedestrian Related Improvement Standards Pedestrian Facility Pedestrian Path Secondary Pedestrian Corridor Primary Pedestrian Corridor Off-street multi-use path Desired Width 6 feet 10 feet 20 feet 12 feet Minimum Width 6 feet 8 feet 15 feet 8 feet University of Washington Master Plan Pedestrian Element Page 4-18 Transportation Technical Report August 2001 DKS Associates The desired and minimum widths shown in the table above indicate an unobstructed walkway for pedestrians. This width excludes such things as street amenities and vegetation and only refers to the amount of available walking width for pedestrians. If additional pedestrian/street amenities are to be included on these facilities (i.e. benches, transit stops, trees, etc.) they should be accommodated outside of the widths shown. A list of projects was developed into a Pedestrian Improvement Plan to address the forecasted pedestrian needs for the University of Washington and the surrounding area. This Improvement Plan is an overall plan and summarizes the “wish list” of pedestrian related projects that would benefit pedestrian connections for the University of Washington and the surrounding neighborhoods. From this Improvement Plan, a more specific shorter term Action Plan specific to the University was developed. The Action Plan consists of projects that the University of Washington should actively pursue and which are in direct interest to promoting pedestrian activity to and from campus. The difference between the Improvement Plan and the Action Plan is the scope of the projects considered. The Improvement Plan focuses on areas outside the University of Washington campus that would still benefit the University but is not the responsibility of the University while the Action Plan focuses on the University related improvements. Table 4-6 summarizes the Pedestrian Improvement Plan and Pedestrian Action Plan projects that are shown on Figures 4-10 and 4-11. The project ID# corresponds to the numbers shown on Figure 4-11. This table is in no particular order and does not place a priority on the projects listed. It should be noted that this action plan is built upon possible Master Plan development patterns and additional pathways may be needed with detailed site plans (for example University housing would require pathway enhancements toward central campus). Table 4-6 – Recommended Pedestrian Improvement Plan and Pedestrian Action Plan Project Project ID # Improvement Plan Projects Enhance sidewalks Enhance sidewalks Enhance sidewalks Enhance sidewalks Enhance sidewalks Enhance sidewalks Enhance sidewalks Enhance sidewalks Enhance sidewalks Signal improvements Improve connection Improve connection Description 45th Street from I-5 to 22nd Avenue 15th Avenue from 47th Street to 52nd Street 17th Avenue from 47th Street to 52nd Street 19th Avenue from 47th Street to 52nd Street 43rd Street from 15th Avenue to Roosevelt Way 42nd Street from 15th Avenue to Roosevelt Way 41st Street from 15th Avenue to Roosevelt Way University Way from 50th Street to Pacific Street 15th Avenue from 47th Street to 52nd Street Change signal timing to reduce pedestrian crossing delays From University Village to campus From the University Bridge to campus University of Washington Master Plan Pedestrian Element Page 4-19 Transportation Technical Report August 2001 DKS Associates Table 4-6 – Recommended Pedestrian Improvement Plan and Pedestrian Action Plan (cont.) Project ID # Project Trail improvements Description Along Burke-Gilman to remove standing water and create a safer environment Consider additional pedestrian overpasses connecting central campus with west, south and east campuses Improve sight lines at pedestrian intersections crossing the trail From Klickitat Lane crossing Stevens Way From the HUB to the engineering library across Stevens Way Pedestrian paths from 42nd Street to Memorial Way From Garfield Lane to the Magnuson Health Sciences Center pedestrian bridge From Memorial Way to Spokane Lane From Lewis Lane to Snohomish Lane From Pend Orieille Road to the HUB From potential light rail transit station to Stevens Way next to the Physics/Astronomy building From potential light rail transit station near Gould Hall to Grant Lane and Red Square From potential light rail transit station near the Burke Museum to Memorial Way Along Campus Parkway to 40th Street and the University Bridge Running along the south campus waterfront connecting Boat Street to the Montlake Bridge From the Hitchcock Hall pedestrian bridge to Stevens Way East of 15th Avenue along 43rd Street alignment to Memorial Way From Hansee Hall to McCarty Hall Along Clark Road from Mary Gates Memorial Drive to Walla Walla Road Action Plan Projects Improve connection 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Trail improvements Enhance pedestrian connection Enhance pedestrian connection Enhance pedestrian paths Enhance pedestrian connection Enhance pedestrian connection Enhance pedestrian connection Enhance pedestrian connection Enhance pedestrian connection Create new pedestrian connection Enhance pedestrian connection Enhance pedestrian connection Create new multi-use path Enhance pedestrian connection Enhance pathway Enhance pathway Provided sidewalks Note: The term “enhance” used above refers to improving the existing connection either by widening if necessary, paving if unpaved, or providing adequate space for the pedestrians to move unimpeded. University of Washington Master Plan Pedestrian Element Page 4-20 Transportation Technical Report August 2001 Avenue Avenue NE 50th Street Roosevelt 15th 17th 11th 19th Memorial Way NE 45th Street NE 42nd Street Pe n d Ore il le Rd. NE 43rd Street Avenue Avenue ay sW v en S te Way Boule va rd NE NE 40th Street Bur ke- G ilma n NE Northlake W ay Trail NE Pacific Street NE Bo at S tr eet NE Pa c ific St ree t LEGEND Major Pedestrian Corridor Create New Connection - Primary Pedestrian Corridor (20 feet) - Secondary Pedestrian Corridor (10-15 feet) - Pedestrian Pathway (6 feet) - Off-street multi-use pathway (8-12 feet) - Potential Light Rail Station - Existing Pedestrian Bridge - New Pedestrian Overcrossing Pathways Burke-G ilman Tr a il Montlake Lan e um Wahkiak Avenue Avenue NE 50th Street Roosevelt 15th 17th 11th 19th NE 45th Street Avenue Avenue Way 10 Memorial NE 43rd Street 15 Way NE 42nd Street Pe n d Ore il le Rd. 14 1 ay sW v en S te 16 3 5 7 11 NE 40th Street Bur ke- G ilma n NE Northlake W Bouleva rd NE ay Trail 9 6 8 2 NE Pacific Street NE Bo at S tr eet 13 NE Pa c ific 4 St ree t 12 LEGEND Major Pedestrian Corridor Create New Connection - Primary Pedestrian Corridor (20 feet) - Secondary Pedestrian Corridor (10-15 feet) - Pedestrian Pathway (6 feet) - Off-street multi-use pathway (8-12 feet) - Potential Light Rail Station - Existing Pedestrian Bridge - New Pedestrian Overcrossing Pathway # - Pedestrian Action Plan Item (see Table 4-6) Burke-G ilman Tr a il Montlake Lan e um Wahkiak