2005 State of Mobility Report - City of Bellevue

2005
State of Mobility Report
City of Bellevue, Washington
Prepared by the Transportation Department
July, 2006

2005
State of Mobility Report
Bellevue, WA
WA
W
CITY OF
S H
BELLEVUE
To maintain and enhance mobility for
residents and businesses through the creation
and maintenance of a balanced system of
transportation alternatives that:
• Provides a wide range of travel choices,
• Supports the land use vision of the city,
• Protects neighborhoods from adverse
transportation impacts,
• Reflects the regional role of the city in
transportation issues, and
• Reduces overall dependency on automobiles
throughout the city.
I N G T O N
Transportation Element Goal, Comprehensive Plan

Acknowledgements
City Manager
Transportation Director
Steve Sarkozy
Goran Sparrman
Transportation Commission Theodore Bell, Chair
2005 Jim Young, Vice Chair
Joel Glass
Jan Holler
Lise Northey
Daryl Wendle
Al Yuen
Project Manager
Staff Editor
Kristi Oosterveen
Jen Benn
Staff Contributors Teresa Becker Kim Becklund
David Berg
Brandon Carver
Tony Cezar
Zorba Conlen
Linda Glas
Karen Gonzalez
Joe Granger
Laurie Gromala
Phyllis Hall
Michael Ingram
Francine Johnson
Judy Johnson
Wes Kirkman
Maria Koengeter
Kris Liljeblad
Franz Loewenherz
Kevin McDonald
Eric Miller
Vangie Parico
Mark Poch
Jin Ren
Rebecca Rodni
Hillary Stibbard-Terrell
David Tallent
Bernard Van de Kamp
Scott Zydek

Table of Contents
Chapter 1: Introduction and Executive Summary. . . . . . . . . . . . . . . . . . . . . . 5
Purpose 5
Report Framework 5
Findings And Conclusions 6
Part 1: The Transportation System Context 11
Chapter 2: Regional Transportation Policy and Advocacy . . . . . . . . . . . . . . . . 13
A Vision For Regional Transportation 13
Demand For Regional Solutions 14
A Stated Interest In The Future 15
The Price Is Right Now 16
Expectations For The Future 18
Chapter 3: Level of Service and Concurrency . . . . . . . . . . . . . . . . . . . . . . . 21
Data: Daily Traffic Volumes 21
Analysis and Forecasting: Level of Service 24
Application: Concurrency 26
Expectations For The Future 27
Chapter 4: Transportation Planning and Programming. . . . . . . . . . . . . . . . . . . 29
Comprehensive Plan 29
Long-Range Facility Plans 30
Transportation Facilities Plan 31
Capital Investment Programming 33
Trends in Transportation Funding 33
Expectations For The Future 34
Part 2: Managing the Transportation System 37
Chapter 5: Capital Investment Program Implementation . . . . . . . . . . . . . . . . . 39
Project Line Up 39
By The Numbers 40
CIP In Action 40
Expectations for the Future 41
Chapter 6: Neighborhood Programs and Services . . . . . . . . . . . . . . . . . . . . . 45
Neighborhood Traffic Calming Program 45
Pedestrian Safety in School Zones 46
Neighborhod Enhancement Program 48
Residential Permit Parking Zone Program 51
Traffic Safety Technologies 51
Expectations For The Futute 52
Chapter 7: Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Accident Profile 55
Intersections 56
Mid-Block Corridors 57
Accident Reduction Solutions 57
Spot Improvement Program 59
Expectations For The Future 59
More Information, More Safety for Pedestrians 61

TABLE OF CONTENTS
Chapter 8: Preservation and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 63
Pavement Management 63
Predicting Pavement Life 63
Annual Overlay Program 63
Bridge Structures 66
Street and Sidewalk Maintenance Programs 67
Expectations For The Future 68
Part 3: Transportation Service Alternatives 69
Chapter 9: Transit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Service Frequency and Ridership 71
Build It And They Will Ride 71
Expectations For The Future 74
Chapter 10: Pedestrian System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Pedestrian System Completion 77
Expectations For The Future 80
Chapter 11. Bicycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Expectations For The Future 85
Chapter 12. Travel Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Travel Demand Management Programs 87
Measuring Success 89
Expectations For The Future 89
Appendix 91
A-1. City of Bellevue Mobility Management Areas 93
A-2. City of Bellevue Regional Corridors 94
A-3. Regional Mobility Interest Statement 95
A-4. System Intersections 97
A-5. Level of Service (PM peak, 2-hour Average) 98
A-6. 2004-2015 Transportation Facilities Plan Project List 102
A-7. City of Bellevue Neighborhoods 110
A-8. Neighborhood Enhancement Program Neighborhood Areas 111
A-9. Annual Accident Study — Highest Accident Intersections, 2005 112
A-10. Annual Accident Study — Highest Accident Mid-Block Corridors, 2005 113
A-11. Cost Savings to the Public from Accident Reduction Projects, 1990-2005 114
A-12. Roadway Functional Classification 115
A-13. Sidewalk Maintenance Districts 116
Acronyms List 117
Glossary 118
List of Tables and Charts 124
List of Maps 125
Staff Contacts 126
Index 127

CHAPTER 1
The State of Mobility:
Introduction and Executive Summary
1
The State of Mobility Report serves several functions. It is:
• a transportation system “report card” that documents the major accomplishments and challenges from the
2005 time period;
• a snapshot of performance accountability that demonstrates how available resources are invested to
produce tangible results in support of key Comprehensive Plan policies, goals, and targets;
• a quick reference that describes transportation activities in Bellevue; and
• a foundation for the activities and planning concepts that will be incorporated in future transportation
efforts.
Addressing transportation system needs and
improving user experience is a top priority for
citizens, employers, and civic leaders throughout
the Puget Sound region. Bellevue — with its thriving
downtown core, unique neighborhoods, and
convenient access to three regional freeways — is no
different. Transportation issues in Bellevue are key
concerns for those people who live and work in the
City.
Purpose
With an intense regional and local focus on
transportation issues, it is imperative that the City
of Bellevue monitor and report on progress related
to transportation activities, as well as assess how
easily Bellevue’s residents, employees, and visitors
access transportation facilities and services to move
into, out of, and through the city.
The State of Mobility Report is the primary source
of information in support of Comprehensive Plan
Policy TR-22. The report provides a “snapshot”
of the City’s transportation system as a means
to monitor its current efficiency and define its
potential to accommodate future demand.
Implement level of service standards and other
mobility targets for major transportation
modes within each Mobility Management
Area…recognizing each area’s needs as well as
its relationship with other areas. Monitor the
adopted mobility targets and adjust programs
and resources as necessary to achieve scheduled
progress in all modes.
Comprehensive Plan Policy TR-22
Report Framework
The 2005 State of Mobility Report chapters are
organized around three broad themes:
Transportation System Context describes the
policy and planning background used to balance
the realities of the complex regional system that
serves the city with the commitment to foster
distinct, livable neighborhoods throughout the city.
Included chapters are:
Chapter 2: Regional Transportation Policy and
Advocacy
Chapter 3: Level of Service and Concurrency
Chapter 4: Transportation Planning and
Programming
2005 State of Mobility Report Chapter 1

CHAPTER 1: Introduction / Executive Summary
Transportation System Management describes
how the City uses a variety of strategies, tools,
and programs to manage congestion; improve
vehicular and non-motorized mobility; and ensure
safe, comfortable, and efficient travel conditions.
Included chapters are:
Chapter 5: Capital Investment Program
Implementation
Chapter 6: Neighborhood Programs and Services
Chapter 7: Safety
Chapter 8: Preservation and Maintenance
Transportation Service Alternatives describes
how the City provides or promotes a wide array of
travel options as alternatives to driving alone and
supports the seamless integration of multiple travel
modes within the transportation system. Included
chapters are:
Chapter 9: Transit
Chapter 10: Pedestrian System
Chapter 11: Bicycle System
Chapter 12: Travel Options
The information presented within the chapters
is further organized by its timeframe, relation to
policy, and geographic focus.
TIMEFRAME: This report focuses on mobility
improvements and transportation issues from 2005.
When comparable data is available, a five-year
(2001-2005) trend is presented for context.
POLICY: City policy for transportation is
outlined in the Transportation Element of the
Comprehensive Plan. The City of Bellevue
Comprehensive Plan, originally adopted in 1993,
and its updates including a major amendment in
2004, defines policies to implement a vision for
the City and sets targets, often in accordance with
state law, to measure progress toward achieving that
vision. Comprehensive Plan Policies are highlighted
throughout the report.
Manage the transportation system through
Mobility Management Areas…the boundaries of
which reflect street patterns, transit serviceability,
topography, development patterns, and land use
objectives.
Comprehensive Plan Policy TR-21
GEOGRAPHIC FOCUS: As directed by
Comprehensive Plan Policy TR-21, the city is
currently divided into 14 Mobility Management
Areas (MMA). Appendix A-1 shows the boundaries
of the 14 areas. The Comprehensive Plan uses the
MMAs to establish area mobility targets for the
major elements of the transportation system. The
State of Mobility Report highlights these targets
and the City’s progress toward achieving them.
Findings and Conclusions
The chapters that follow each review distinct
aspects of the transportation system and how well
they function. When the accomplishments and
challenges from the chapters are considered as a
whole, several common themes are revealed:
• Comprehensive planning and design increased
opportunities to travel into, out of, and
throughout the city using a variety of modes.
• Community outreach afforded many residents
and employers opportunities to be involved in
improving Bellevue’s transportation system.
• Carefully prioritized investments promoted the
livability of the City’s neighborhoods while
providing the infrastructure necessary to support
a robust economy.
2005 State of Mobility Report Chapter 1

CHAPTER 1: Introduction / Executive Summary
Chapter 2: Regional Transportation Policy
and Advocacy
Chapter 2 explains how Bellevue works with local,
regional, state, and federal partners to ensure all
interests are met in the development, funding, and
implementation of regional projects. Highlights of
the chapter include:
• Travel demand from outlying areas, such as
Snohomish County and the south end of the
region, will place increasing pressure on already
congested regional freeways.
• Projects to improve the infrastructure of and
reduce congestion on the three major freeways
serving Bellevue all advanced; initial phases of
projects on I-90 and I-405 will be constructed in
the next two years.
• Progress was made to identify and secure the $7
billion needed to fund major regional projects;
recently approved new gas tax revenues fill the
gap.
Chapter 3: Level of Service and Concurrency
Chapter 3 describes how the City monitors traffic
volumes, congestion, and changes in travel patterns
generated by new developments and economic
growth. Highlights of the chapter include:
• Overall, traffic volumes increased in 2005;
volumes at peak hours decreased due to increased
congestion.
• Level of Service (LOS), as defined by an
intersection volume-to-capacity ratio, was
calculated on all system intersections; no MMA
exceeded its identified subarea target.
• The City met its concurrency standard, as
required by the Growth Management Act, in
2005.
Chapter 4: Transportation Planning and
Programming
Chapter 4 chronicles how the City identifies
needed transportation improvements and programs
them for design and/or implementation funding.
Highlights of the chapter include:
• The City uses a multi-phased approach to the
transportation planning process that incorporates
policy, long-range planning studies related to
land use and transportation, and prioritization of
near-term needs.
• Funding for the 2005-2011 Transportation
Capital Investment Plan (CIP) declined for the
second CIP cycle in a row and the funding
as a percentage of the citywide CIP dropped
significantly from 45.7 percent to 30.8 percent.
• Transportation capital funding levels in the 2006-
2008 time frame are expected to decline, lagging
behind revenues generated by the economic
recovery, before beginning to climb in 2009 and
beyond.
Chapter 5: Capital Investment Program
Implementation
Chapter 5 describes the project prioritization
process and implementation efforts. Highlights of
the chapter include:
• To select projects for implementation, the City
uses an outcome-based prioritization process that
includes input from the community, guidance
from city staff, and adherence to Comprehensive
Plan policies.
• In 2005, the City spent more than $20 million
in CIP funds to implement high priority
transportation projects.
• The City completed construction on thirteen
major capital improvement projects throughout
the city.
2005 State of Mobility Report Chapter 1

CHAPTER 1: Introduction / Executive Summary
Chapter 6: Neighborhood Programs and
Services
Chapter 6 reports on ways the City helps
neighborhoods address transportation-related issues
like cut-through traffic, spill-over parking, speeding,
and pedestrian safety. Highlights of the chapter
include:
• The City funds a variety of interdepartmental
programs to maintain or enhance the quality of
life in its neighborhoods.
• In 2005, the programs completed more than 50
projects to improve non-motorized travel and
address traffic concerns in residential areas.
• The City is committed to working closely with
residents to produce creative and effective
solutions to enhance the local transportation
system.
Chapter 7: Safety
Chapter 7 identifies major traffic accident locations
and describes city programs intended to reduce the
number of accidents and/or eliminate potential
hazards. Highlights of the chapter include:
• The number of accidents continues to be low,
despite a slight increase in the number of policeinvestigated
accidents in 2005.
• In 2005, the City completed 22 accident
reduction and/or spot improvement projects.
• Bellevue continues to be a regional leader in the
implementation of Intelligent Transportation
System Projects.
Chapter 8: Preservation and Maintenance
Chapter 8 outlines Bellevue’s emphasis on system
preservation through the support of maintenance
programs for roadways, sidewalks, and other
transportation system elements throughout the city.
Highlights of the chapter include:
• In 2005, the average percentage of arterial and
residential lane miles meeting standards was 88%
and 96%, respectively.
• More than 20 lane miles of roadway received
pavement overlays in 2005.
• The City maintained more than 308 miles of
sidewalk and 14 miles of transportation trails.
Chapter 9: Transit
Chapter 9 reports on progress made, working
with transit agencies, to provide bus service and
passenger facilities to support increasing transit use.
Highlights of the chapter include:
• Ridership grew by 23% on transit routes
serving Bellevue from 2004 to 2005, despite no
significant service changes.
• During 2005, the City focused on implementing
the Capital Element of the Bellevue Transit
Plan, including rider amenities and roadway
improvements.
• To increase rider awareness of transit options,
several information tools have been updated or
are being created, especially to serve non-English
speaking populations and senior citizens.
2005 State of Mobility Report Chapter 1

CHAPTER 1: Introduction / Executive Summary
Chapter 10: Pedestrian System
Chapter 10 details how a variety of funding
programs supported projects to advance completion
of the planned pedestrian system. Highlights of the
chapter include:
• In 2005, 20,006 feet of new pedestrian facilities
were installed through 12 distinct projects.
• The planned pedestrian system is now 58 percent
complete.
• Significant progress was made in achieving
Comprehensive Plan target goals for system
completion in the East Bellevue, South Bellevue,
Newcastle, and Newport Hills Subareas.
Chapter 11: Bicycle System
Chapter 11 describes projects implemented to
complete links in the planned bicycle system
to help bike riders travel throughout the city.
Highlights of the chapter include:
Chapter 12: Travel Options
Chapter 12 explains programs designed to
encourage people who live and work in Bellevue to
use alternative transportation modes for selected
trips, especially commute trips. Highlights of the
chapter include:
• City staff worked with 53 Commute Trip
Reduction worksites and 17 buildings with
mandated Transportation Management Plans to
encourage the use of diverse travel options for
commute trips.
• The City developed and tested three pilot travel
option incentive programs.
• The 2005 Mode Share Study shows the Bel-Red/
Northup and Factoria areas slightly exceeding the
adopted mode share targets.
• In 2005, 79,493 feet (about 12 miles) of new
bicycle facilities were installed through four
projects.
• The planned bicycle system is now 37 percent
complete.
• The Bridle Trails, Richards Valley, and Factoria
subareas are meeting their Comprehensive Plan
target goals for system completion.
2005 State of Mobility Report Chapter 1

Part 1
The Transportation
System Context

CHAPTER 2
Regional Transportation Policy and Advocacy
2
Bellevue’s strength as an urban center draws, in part, from its convenient access to and from three regional
facilities that tri-sect our City: State Route 520 (SR 520), Interstate 405 (I-405), and Interstate 90 (I-90). What
happens on these corridors directly affects the operational efficiency of our local transportation system.
Therefore, it is imperative that Bellevue representatives work cooperatively with regional, state, and federal
partners to address increasing congestion on the regional freeways to prevent spillover traffic from clogging
city streets and cutting through adjacent neighborhoods.
A Vision For Regional Transportation
Bellevue is committed to working with regional
transportation providers to improve mobility by
adding new capacity — whether by new general
purpose lanes, carpool lanes, local transit, or mass
transit — depending upon the associated land
uses and travel market demands. Policy guidance,
provided by the City’s Comprehensive Plan and
Regional Transportation Vision, supports the
success of Bellevue’s partnership and advocacy
efforts related to regional transportation issues.
In November 2004, the Bellevue City Council
adopted a revised regional transportation vision,
known as the Regional Mobility Interest Statement
(RMIS). The RMIS promotes an ambitious agenda
of multi-modal improvements on SR 520, I-405,
and I-90. (See Appendix A-2 for a map of the these
regional corridors.) This updated vision reflects
progress made on several regional projects and
establishes guiding principles for future project
implementation.
Through the Regional Mobility Interest Statement,
the City continues its commitment to support new
funding for freeway, high-occupancy-vehicle (HOV),
regional bus, and high capacity transit (HCT)
improvements along the priority corridors serving
Bellevue. The RMIS outlines three broad policy
themes to guide these efforts:
1) A focus on overall regional mobility policies to:
• improve mobility on regional corridors serving
urban centers;
• support economic development; and
• reinforce local and regional land use and
transportation plans.
2) A focus on neighborhood and local support
policies to:
• minimize impacts on neighborhoods;
• build upon the City’s transit plan; and
• provide opportunity for meaningful public
involvement.
3) A focus on regional transportation investment
policies to:
• advocate for new funding;
• advance high-performance corridor and
project-level solutions;
• leverage regional investments through
reasonable local investments; and
• build strong support for multi-modal
investments.
See Appendix A-3 for the complete text of the
updated Regional Mobility Interest Statement.
Encourage enhanced access and improved freeway interchanges to serve downtown Bellevue and other key
activity centers.
Comprehensive Plan Policy TR-91
2005 State of Mobility Report Chapter 2
13

CHAPTER 2: Regional Transportation Policy and Advocacy
Demand For Regional Solutions
Bellevue and the Puget Sound Region are highly
dependent on the regional transportation system.
East King County growth will generate new
transportation demands in the coming decades. In
downtown Bellevue alone, employment is expected
to double by 2020 while the residential population
will grow five-fold in the same timeframe. Figures
2-A and 2-B depict 2004 and 2030 trip demands
to and from the City of Bellevue. The figures
demonstrate that travel demand from outlying areas,
such as Snohomish County and the south end of
the region, will place increasing pressure on the
already congested I-405, SR 520, and I-90 highways.
As a result, the City is actively pursuing projects to
address these regional demands. The I-405 Corridor
Program, I-90 Two Way Transit and HOV Project,
SR 520 Bridge Replacement and HOV Project, and
Sound Transit Phase 2 (ST2) plans provide the key
mechanisms for these efforts.
Figure 2-A. 2004 Daily Trip Demand To and From Bellevue
14
2005 State of Mobility Report Chapter 2

CHAPTER 2: Regional Transportation Policy and Advocacy
Figure 2-B. 2030 Daily Trip Demand To and From Bellevue
A Stated Interest In The Future
Models of regional traffic patterns have clearly
demonstrated that if we provide more capacity –
roadway, HOV, and transit – on our state highways
and where applicable, our local system, we gain
measurable relief on the local street system because
cut through traffic goes back to where is belongs
— to state-owned corridors.
The broad concepts of the Regional Mobility
Interest Statement each have applications specific
to Bellevue’s high priority corridors. Therefore, the
City Council has also adopted, and periodically
2005 State of Mobility Report Chapter 2 15

CHAPTER 2: Regional Transportation Policy and Advocacy
amends, interest statements detailing corridorspecific
improvements and transportation options
necessary to enhance regional mobility. The
elements of the interest statements are summarized
in Tables 2-C (I-405), 2-D (I-90), and 2-E (SR 520).
The Price Is Right Now
The policy framework created by the
Comprehensive Plan, Regional Mobility Interest
Statement, and corridor-specific Interest Statements
outlines, from the City’s perspective, which
improvements are needed to promote Bellevue’s
economic vitality; ensure the local transportation
system’s safety and efficiency; and preserve
neighborhood livability. Regional partners are
working to identify viable sources of revenue to
fund an estimated $7 billion of corridor projects
in the Bellevue vicinity. The cost of these projects
outstrips revenue made available from traditional
transportation funding sources, such as Real Estate
Excise taxes or the Motor Vehicle Fund. During
2005 progress was made on several levels to address
identified regional funding needs.
State Funding Progress
The 2005 Washington State Legislature, recognizing
a statewide need for transportation investment,
passed the Transportation Partnership Act
(TPA), which raised the gas tax by 9.5 cents and
increased vehicle weight fees to generate funding
for 274 transportation projects. TPA funding was
coordinated with the five-cent gas tax package,
Table 2-C. I-405 Corridor Program
Interest Statement History Adopted in 1999.
Amended in 2000 as part of a three city (Bellevue, Kirkland, Redmond) joint policy effort.
Amended in 2005.
Interest Statement Highlights Supports a broad range of travel choices to enable the greatest number of people and volume
of goods to travel through the corridor and allow people to access Bellevue’s robust downtown
regardless of travel choice. Amendment clarified an advocacy position regarding a set of specific
interchange needs, i.e. NE 10th Street Extension and related ramps.
Project Description
The I-405 Corridor is often referred to as the Eastside’s “Main Street” due to its importance to the
area’s transportation system. It is also home to the worst “choke points” or bottlenecks in the state.
This project would add up to two general purpose lanes in each direction, a bus rapid transit system,
transportation demand management investments, and non-motorized improvements. Funded projects
in Bellevue include one added general purpose lane from the I-405/112th Avenue SE interchange
to SE 8th Street; one added general purpose lane and one added HOV lane from SE 8th Street to
I-90; the NE 10th Street overcrossing (112th to 116th Avenues NE); and the NE 8th Street to SR 520
Braid (124th Avenue NE Interchange) improvement.
Project Status
Environmental Assessment for improvements between SE 8th Street and I-90 was completed and
2005 additional funding was allocated for I-405 by the State Legislature.
Project Cost $4,200,000,000
Estimated Nickel Package Funding $485,000,000 (of which $185,000,000 is dedicated for the addition of one general purpose lane in
each direction between Downtown Bellevue and I-90).
Estimated TPA Funding
$972,000,000 (including $20 million for 112th SE interchange to I-90; $67 million for the NE 10th
Street overcrossing; and $250 million for the NE 8th Street to SR 520 Braid project.
For more information
http://www.wsdot.wa.gov/projects
16
2005 State of Mobility Report Chapter 2

CHAPTER 2: Regional Transportation Policy and Advocacy
Table 2-D. I-90 Two-Way Transit/HOV Project
Interest Statement History Adopted in 1999.
Interest Statement Highlights Supports Sound Transit’s 1999 Sound Move program, which provides for two-way, 24-hour transit/
HOV operations on I-90 from Bellevue to Seattle while also maintaining general purpose capacity
and freight mobility. It also encourages flexibility to consider the expansion to other technologies,
such as High Capacity Transit (HCT).
Project Description
Adds one high occupancy vehicle lane between Bellevue and Seattle, improves HOV ramp
connections at key interchanges, and enhances the existing bicycle/pedestrian path.
Project Status
Design for the first stage of the addition of one HOV lane in each direction between Bellevue Way
2005 and I-5 was completed. The first stage, expected to begin construction in late 2006, will modify the
Bellevue Way/I-90 interchange to allow for 24-hour direct access to a new westbound HOV lane
extending to the west side of Mercer Island.
Project Cost
$128,000,000 (To be implemented in phases)
Estimated Nickel Package Funding $15,000,000
Estimated TPA Funding $30,000,000
For more information
http://www.wsdot.wa.gov/projects
known as the “Nickel Package,” passed by the State
Legislature in 2003.
Several projects in the Bellevue area designed to
improve safety and reduce congestion were funded
by the Nickel Package and TPA gas taxes. In
addition, Sound Transit will provide funding for
implementation of new high occupant vehicle lanes
on I-90 between Bellevue and Seattle. Combined,
these funding sources provide the following support
for each of Bellevue’s main regional transportation
corridors:
I-405:
SR 520:
I-90:
$1.5 billion (approximate)
$552 million
$95 million (approximate)
Table 2-E. SR 520 Bridge Replacement and HOV Project
Interest Statement History Adopted in 1999.
Updated in 2000 to reflect joint statement with Kirkland and Redmond.
Interest Statement Highlights Supports multi-modal solutions that include general purpose, High Capacity Transit (HCT), transit,
and non-motorized improvements. (Note: analysis indicates I-90 is the more desirable near-term HCT
route for trips across Lake Washington.)
Project Description
The SR 520 Evergreen Point Floating Bridge is nearing the end of its design life and is susceptible
to wind, wave, and earthquake damage. The project will replace the bridge to address structural and
travel capacity demands.
Project Status
WSDOT continued to work on the Draft Environmental Impact Statement for the SR 520 corridor
2005 between 108th Avenue NE and I-5. Environmental review is evaluating a four-lane replacement (two
general purpose lane in each direction) and a six-lane replacement (two general purpose lanes and
one HOV lane in each direction). Additionally, WSDOT evaluated the transportation effects of an
eight-lane replacement (three general purpose lanes and one HOV lane in each direction) outside of
the formal environmental process.
Project Cost $1,700,000,000 to $3,100,000,000
Estimated Nickel Package Funding $50,000,000 (for environmental documentation and early right-of-way acquisition)
Estimated TPA Funding $500,000,000
For more information
http://www.wsdot.wa.gov/projects
2005 State of Mobility Report Chapter 2 17

CHAPTER 2: Regional Transportation Policy and Advocacy
Figure 2-F illustrates the
extent of funded projects
in the Bellevue area.
Tables 2-C, 2-D, and 2-E
include the breakout of
Nickel Package and TPA
funding designated to
each of Bellevue’s priority
corridors.
Table 2-F. Nickel
Package and TPA
Projects
Regional Funding
Progress
In 2002, the State
Legislature formed the
Regional Transportation
Investment District
(RTID) to allow the
Puget Sound region’s
transportation agencies to
create a special purpose
tax district for funding
major transportation
projects, such as those on SR 520, I-405, and I-90.
The legislature authorized regional consideration
of increased gas taxes. However, after two years of
deliberation and negotiation, RTID efforts failed to
produce a viable package for voter consideration.
By mid-2004, stakeholders in the process agreed to
seek modifications to the RTID enabling legislation
during the 2005 state legislative session. Minor
modifications to this legislation occurred in 2005.
More importantly, the 2006 State Legislature placed
new parameters on RTID (see Expectations for the
Future).
Local Funding Progress
Despite setbacks to potential new coordinated
regional funding sources, the City of Bellevue
actively sought funding for key projects associated
with the corridor efforts. The City, with the
assistance and support of our elected delegation,
was successful in obtaining more than $10 million
18
Green: Nickel Package
Red: TPA
2005 State of Mobility Report Chapter 2
The NE 10th Street Extension cuts through the Overlake
Hospital Medical Center Campus, which is expanding to
enhance services to East King County.
for the extension of NE 10th Street over I-405
through the reauthorization of the Transportation
Equity Act for the 21st Century (TEA-21).
Expectations For The Future
The sustained vitality of the region’s economy
requires an efficient and safe regional transportation
system. In addition, several key facilities, such as
SR 520, have known deficiencies in their structural
integrity and need to be replaced. For these reasons,
federal, state, regional, and local officials continue
to work cooperatively to secure sufficient resources
for advancing and completing major corridor
projects. Several of these efforts include:
Federal Funding Efforts
In 2005 Congress passed the six-year federal
funding bill for transportation, known as
SAFETEA-LU (Safe, Accountable, Flexible,
Efficient Transportation Equity Act – A Legacy for
Users), which will provide the Washington State
Department of Transportation with its national
funding allocation. Some of those funds will be
available to local agencies through competitive
processes in 2006. The City also continues to
seek direct line-item federal funding through the
annual federal appropriations process. The City

CHAPTER 2: Regional Transportation Policy and Advocacy
has a demonstrated history of success in securing
federal transportation resources for specific priority
projects that enhance the local transportation
system interface with the regional freeways. Projects,
such as the Access Downtown program and the
NE 10th Street Extension received federal funding,
provide direct access to downtown Bellevue from
I-405 and improve circulation on local roadways.
State Funding Efforts
The most promising action for the future occurred
when the 2005 State Legislature approved a nine
and a half cent per gallon increase in the gas tax. As
previously detailed, a considerable portion of this new
revenue will be directed toward the major corridor
projects of interest to Bellevue. In addition, a small
percentage will be directed to local jurisdictions,
including the City of Bellevue, to replace funding lost
when voters approved Initiative 695.
Support state action that will increase the local
share of the state gas tax.
Comprehensive Plan Policy TR-104
consideration in 2007 in conjunction with the
Sound Transit package. In fact, both must pass for
either to advance. If one passes and the other does
not, then the legislature has mandated that both
packages will have failed.
Regional Projects Advance
As funding becomes available during the next
few years, progress will be made on all three of
the major regional corridors affecting Bellevue’s
local transportation system. Some of the expected
achievements on these corridors include:
I-405
• Construction of at least the initial phase of the
NE 10th Street Extension will be completed in
2007 to match the schedule for the Overlake
Hospital Medical Center/Group Health
Cooperative campus expansion.
• Construction will continue on added lanes
between SR 520 and SR 522 in Kirkland.
Regional Funding Efforts
Much of the future work on the regional level
centers on preparing packages of projects for
voter consideration. First, in 2005, Sound Transit
accelerated planning for Phase 2 of its Sound Move
program, identifying the next set of high capacity
transit projects to be considered by voters in Fall of
2007. Potential new projects include a high capacity
transit system linking Bellevue to both Seattle and
the Overlake/Redmond area. Bellevue would also be
the midpoint destination for a potential bus rapid
transit system on I-405 linking Renton/Tukwila to
Bothell/Lynnwood.
Afternoon congestion on I-405 near SE 8th Street.
• Construction will begin on added lanes between
112th Avenue SE (Newport Hills) and SE 8th
Street.
Second, a package of projects with proposed
funding sources is being refined by the Regional
Transportation Improvement District, following
guidance provided by the 2006 State Legislature.
This revised package will be offered for voter
73 percent of respondents agree
should encourage the state to widen the highways
serving Bellevue.
2005 City of Bellevue Budget Survey
2005 State of Mobility Report Chapter 2 19

CHAPTER 2: Regional Transportation Policy and Advocacy
Work actively and cooperatively with other Eastside jurisdictions and regional and state agencies to plan,
design, fund and construct regional transportation projects that carry out the City’s transportation and land
use goals.
Comprehensive Plan Policy TR-2
I-90
• Construction of the first phase of the Two-Way
Transit/HOV project will commence in late 2006.
This project phase will add one westbound HOV
lane between Bellevue Way and the westside
of Mercer Island and make modifications,
including new direct access transit/HOV ramps,
to the interchange of I-90 and Bellevue Way.
Improvements to the Bicycle/Pedestrian path will
also be made.
• Construction of a direct access ramp serving the
Eastgate area will be completed in 2006.
87 percent of respondents agree
should work with regional agencies to develop a
reliable regional mass transit system.
2005 City of Bellevue Budget Survey
SR 520
• Release of the draft Environmental Impact
Statement (EIS) for the Bridge Replacement and
HOV project is expected in 2006. The document
will disclose all the performance and potential
impacts of a rebuilt SR 520 corridor as either
a four- or six-lane facility. The final EIS will
identify the preferred alternative.
Despite significant progress made to secure funding
for these regional projects, much more work must
be done to identify revenue sources and secure
full funding. Bellevue elected officials and staff
will continue to actively participate in policy and
advocacy discussions with our many partners to
ensure mitigation of heavily congested regional
corridors through infrastructure improvements,
increased emphasis on transit technologies and
services (Chapter 9), and promotion of alternative
commute modes (Chapter 12).
20
2005 State of Mobility Report Chapter 2

CHAPTER 3
Level of Service and Concurrency
3
Bellevue’s transportation system continues to function efficiently, in part because the City monitors current
traffic conditions and then incorporates that information into accurate forecasts about the future service
quality of transportation facilities. The use of a sophisticated regional travel model to define local needs
supports the City in:
• realistically assessing the impacts of proposed development or land use code amendments;
• systematically prioritizing infrastructure improvement projects during the investment planning process; and
• annually fulfilling the requirements of the state’s Growth Management Act.
Assessing the efficiency of the local transportation system, now and into the future, requires three steps: data
collection, analysis & forecasting, and application. This chapter will highlight common element(s) related to each step.
Data: Daily Traffic Volumes
Data
Traffic Counts
Analysis &
Forecasting
Level of Service
Application
The Transportation Department counts the number
of vehicles utilizing key streets and intersections
throughout the city. The traffic count program is
an essential data gathering activity that provides
information about traffic demand. Map 3-A shows
the 2005 Average Annual Weekday Traffic (AAWT)
and Map 3-B highlights the five-year AAWT trend
from 2001-2005. On this map, the red numbers
indicate where and the degree to which traffic
volumes have decreased and the black numbers
represent where traffic volumes have increased. For
the first time in several years, overall traffic volumes
have increased, which is likely the result of one or
both of the following conditions:
Concurrency
• enhanced economic activity (2005 was the first
year in the current economic recovery); or
• increased capacity created when a transportation
facility is added, expanded or improved so that
traffic patterns change.
Transportation policy-makers, planners, and
engineers use daily traffic volume trends to identify
areas or corridors that may warrant attention. For
example, city staff are working on solutions to
mitigate the impacts of increased traffic
volumes on Lakemont Boulevard, 148th Avenue SE,
and Bellevue Way south of downtown.
2005 State of Mobility Report Chapter 3
21

CHAPTER 3: Level of Service and Concurrency
Map 3-A. Annual Average Weekday Traffic, 2005
22
2005 State of Mobility Report Chapter 3

NE
AV
LK
SE
148TH AVENUE NE
150TH AV SE
109 AV
110 AV
164TH
PY
CHAPTER 3: Level of Service and Concurrency
Map 3-B. Change in Annual Average Weekday Traffic, 2001-2005
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
-900
3200
ST
99
-200
92ND AVENUE NE
300
-100
NE 24TH
LAKE WASHINGTON BLVD NE
STREET
200 400 200
100TH AVENUE NE
NE 14 ST
NE 8TH ST
-600
Lake
Washington
100
104TH AV SE
1600
104TH AVENUE NE
BELLEVUE WAY
1100
(BELLEVUE WAY)
1000
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
106TH AV NE
NE 4TH ST
NE 2ND ST
MAIN STREET
CENTRAL BUSINESS DISTRICT
AV
AV99 A
99
5 ST
BELL
PL
MEYDEN.
WY
13
300
100 AV
800
500
101 AV
1 ST
Notes
102
102 AV
NE
0
NE 12
103 AV
104 AV
10 ST
AV
106
CLIFF
-400
108TH AVE SE
LK WASH BLVD SE
110TH AV NE
BELLEVUE
NE NORTHUP WAY
100
0
112TH AV SE
112TH AVENUE NE
-100
112TH AVE SE
WAY
SE
WASH
BLVD
114TH AV SE
SE
-700
116TH AVE SE
116TH AVENUE NE
-900
116TH AV SE
8TH
SE
118TH AV SE
116TH AV NE
-900
200
900
1000 600 1200 3200
-100
107 AV
12
9
NE
AV
NE 6 ST
4
-300 2600 -1000 800
2500 -5002200
2 ST
500
1100
4000
1000
103 AV
-300 1500
2500
1000 -300
105 AV
900
MAIN
3400
108
PL
ST
3 PL
110 AV SE
NE
110AV
2 PL
SE
111 AV
2 ST
111 AV
ST
-300
700
1400
1900
-1200
900
-2800 -3300
1200 100 2000 -2000
* 148th Ave SE Excludes Ramps
109 PL
ST
500
3
ST
112 AV NE
1 PL
-100
-500
-1500
~ 150th Taken Between SE 37th & 38th
-800
114 AV NE
4200
114 AV S
-500
ST
2 PL
100
100
AV NE
120TH AV NE
ST
AV SE
120TH
-1600
700
OLD BELREDRD
COAL CREEK
119TH
123RD AV SE
-100
123RD AV SE
60TH
124TH AV NE
124TH AV SE
NEWCASTLE WAY
NE
-1300
NE
10
PL
-1500
2400
700 6200
500
100
500
2500
400
200
-700
400
600
200
100
PARKWAY
-600
-3000
128
128TH AV SE
ST
AV
FACTORIA BLVD SE
129TH
SE67
PKWY SE
PL SE
130TH AV NE
RICHARDS
CREEK
SE
SE66
COAL
132ND AV NE
SOMERSET
134TH AVENUE NE
200
-200
-600
-500
24TH STREET
-200
-1500 400
-400
0
-700
-400
200
ROAD
0
300
200
3300
2300
NE 20TH STREET
-1600
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
ROAD
SE 36TH ST
0
200
DR SE
500
NEWPORT
BLVD
-200
FOREST
2100
-1300
-100
1400
1600
600
-1200
SE
0
1800
-200
100
HIGHLAND
DRIVE
NE
SE 8TH ST
-100
145TH PL SE
ROAD
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
-500
40TH
-500
100
800
SE
148TH AV
SE
-500
-400 -1200
-100
-300
500
1700
-1000
-1600
-2400
150TH AV SE
SE 46
LAKE
100 *
SE 22ND ST
152ND
SE
SE
AV
63RD
NEWCASTLE GOLF CLUB RD
ST
NE
WAY
ST
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
-600
-400 ~
-200
100
0
AVENUE
46TH
-1300
-700
300
100
400
800
0
-100
1400
1200
-200
2100
-100
300
0
LAKEMONT BLVD SE
BELLEVUE-REDMOND ROAD
-100
400
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
24TH
-600 -800
-500
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
BLVD
MT
164TH
SE 24TH ST
-200
-300
160TH AVE SE
300
AV
-300
0
-300
-100
SE 34TH ST
700
NE 30TH ST
SE
WAY
SE
SE
168TH AV SE
SE 26
W LAKE
-300
166TH WY SE
VILLAGE
STREET
NE 8TH ST
0
ST
300
600
SAMMAMISH
500
NE
AV
0
173RD
-100
1000
400
-300
W LAKE
500
NEWPORT
PARK DR SE
800
SE 60TH ST
SAMMAMISH
2200
WAY
-100
PKWY NE
Lake
Sammamish
0
SE 62ND PL
V:\tr\arcgis\planning\SOM\som2006\aawt01-05_a.mxd
110TH PL S
COA
2005 State of Mobility Report Chapter 3 23

CHAPTER 3: Level of Service and Concurrency
Implement the Level of Service standards and
other mobility targets for major transportation
modes in each Mobility Management Area.
Comprehensive Plan Policy TR-22
Analysis and Forecasting: Level of Service
Traffic volume data must be analyzed along with
available roadway capacity and traffic signal operations
to produce a true measurement of congestion, which is
known as Level of Service (LOS).
The Growth Management Act of 1990 requires local
jurisdictions to adopt LOS standards as a basis for
evaluating the performance of the transportation system.
In accordance with Comprehensive Plan Policy TR-22,
LOS standards were established for all of the City’s
Mobility Management Areas, defined in Chapter 1.
These areawide standards are tailored to existing land use,
growth projections, availability of alternative forms of
transportation, and other community-specific objectives.
3-C. Range of Volume-to-Capacity Ratios with User Impressions
24
Definition
Description
Average Volume-to-Capacity Ratio Subjective Impression of User
Less than or equal to 0.600 Highest drive comfort
Little delay
Free flow
0.601 - 0.700 High degree of drive comfort
Little delay
0.701 - 0.800 Some delays
Accceptable level of drive comfort
Efficient traffic operation
0.801 - 0.900 Some drive frustration
Long cycle length
0.901 - 0.950 Near capacity
Notable delays
Low drive comfort
Difficulty of signal progression
0.951 - 1.000 At capacity
High level of congestion
High level of drive frustration
Greater than or equal to 1.001 Breakdown flow
Excessive delays
2005 State of Mobility Report Chapter 3
Through careful monitoring, the City maintains mobility even
in highly congested areas.
Defining and Measuring Level of Service
The City’s Level of Service standards are
based on the performance of major signalized
intersections within each Mobility Management
Area (MMA). Appendix A-4 identifies the city’s
“system intersections” – those signalized, arterial
intersections that serve a critical function in the
city’s roadway network.
Level of Service is defined
according to calculated volumeto-capacity
ratios (v/c). The LOS
for a Mobility Management Area
is based on the average of the
v/c ratios for system intersections
within the area. Table 3-C
summarizes the numeric rating
system adopted by the City to
define LOS ranges.
A 1998 amendment to the City’s
Traffic Standards Code directs
that an average of the two-hour
PM peak monitoring period
be used for the purpose of
calculating Level of Service. The
methodology used is consistent
with the Highway Capacity
Manual Special Report 209
(2000 Update).

CHAPTER 3: Level of Service and Concurrency
Level of Service Performance
Table 3-D tracks a five-year history of the City’s
performance against adopted LOS mobility targets
in the Comprehensive Plan. In 2004, the latest
year for which LOS data is available, no Mobility
Management Area exceeded its identified subarea
target. Overall fluctuation in the listed volumeto-capacity
ratios from year to year is caused by
changes in volume, construction projects, and other
variables.
Some intersections may exceed the LOS standard
for the area without causing the MMA to exceed
its standard. The Traffic Standards Code limits
how many system intersections within a single
MMA are allowed to exceed the area-wide LOS
standard. This number is called the “congestion
allowance.” Appendix A-5 details the intersection by
intersection Level of Service within each Mobility
Management Area. In 2004, four intersections
exceeded their related subarea Level of Service
standard:
3-D. 2000-2004 Areawide Level of Service Performance
Mobility LOS 2000 2001 2002 2003 2004
Management Area Standard LOS LOS LOS LOS LOS
Regional Center 0.950
03: Downtown 0.690 0.662 0.664 0.667 0.644
Mixed Commercial & Residential 0.900
04: Bel-Red/Northup 0.709 0.611 0.614 0.601 0.617
05: Crossroads 0.709 0.630 0.694 0.619 0.629
10: Eastgate 0.750 0.695 0.787 0.678 0.645
Interlocal 0.950
12: Overlake 0.732 0.711 0.649 0.640 0.656
13: Factoria 0.744 0.778 0.681 0.733 0.772
Residential Group I 0.850
01: North Bellevue 0.689 0.560 0.626 0.565 0.634
07: South Bellevue 0.631 0.541 0.548 0.573 0.590
08: Richards Valley 0.653 0.538 0.450 0.524 0.554
09: East Bellevue 0.781 0.725 0.691 0.697 0.705
Residential Group II 0.800
02: Bridle Trails 0.593 0.447 0.467 0.542 0.504
06: Northeast Bellevue 0.688 0.648 0.624 0.612 0.624
11: Newcastle 0.681 0.824 0.745 0.817 0.795
14: Newport Hills No data exist for Newport Hills because it has no signalized intersections.
Notes: The 1999-2000 LOS was calculated using the HCM 1994 Method and the 2001-2003 LOS was calculated using the updated
HCM 2000 Method.
MMA 12 includes updated v/c ratios for 2001, 2002, and 2003.
2005 Level of Service data was not available at the time of publication.
LOS above were calculated using PM PK 2hr Average Volumes.
See Map A-1 in the Appendix for MMA boundaries.
2005 State of Mobility Report Chapter 3 25

CHAPTER 3: Level of Service and Concurrency
• 112th Avenue NE at NE 8th Street in the
Downtown MMA
• 148th Avenue NE at NE 8th Street in the East
Bellevue MMA
• 150th Avenue SE at the I-90 eastbound off-ramp
in the Eastgate MMA
• Coal Creek Parkway at Forest Drive in the
Newcastle MMA
Application: Concurrency
The Washington State Growth Management Act
(GMA) requires local jurisdictions to prohibit
development unless transportation improvements
to accommodate the impacts of development are
made concurrent with the development. Thus,
concurrency is an assessment of whether current
and planned transportation facilities are adequate to
handle the projected demand created by proposed
developments. The City compares “Concurrency
LOS” against the LOS standard for an area to
determine compliance as specified in the traffic
standards code, consistent with the GMA.
Concurrency LOS considers existing land use plus
proposed developments that have construction
permits in relation to the transportation network
that would be in place upon the completion of all
funded projects in the Capital Investment Program
(CIP). If a proposed development would trigger a
violation of the LOS standard, the City must:
• Deny the development or
• Expand the capacity of the streets affected by the
development or
• Secure a financial commitment to construct the
facility needed to meet the LOS standard within
six years.
If a project fails the concurrency test, the developer
has the opportunity to reduce the scale of the
project or change the mix of land uses to produce
fewer trips, delay the project, or fund the necessary
improvements directly. As a result, Bellevue
development projects may be changed, but are not
usually stopped because of concurrency.
The City monitors concurrency on an annual basis
to capture changes in LOS created by completed
and proposed developments and transportation
capacity projects. The City met its concurrency
requirement for 2005, as it has every year since
concurrency testing began. Table 3-E outlines
the concurrency areawide average LOS for the
2004 and 2005. Assuming the completion of all
projects in the 2005-2011 CIP, four of the city’s
Mobility Management Areas show Level of Service
improvements in 2005 as compared to 2004.
Review proposed developments and require mitigation of traffic impacts where necessary. Prohibit
development approval if the development will cause the area level of service in one or more Mobility
Management Area to fall below the adopted standard, unless demand management or other system
improvements are provided to mitigate the transportation impacts.
Comprehensive Plan Policy TR-37
26
2005 State of Mobility Report Chapter 3

CHAPTER 3: Level of Service and Concurrency
3-E. Concurrency Areawide Average Levels of Service
Mobility LOS 2004 2005
Management Area Standard Concurrency LOS Concurrency LOS
Regional Center 0.950
03: Downtown 0.673 0.654
Mixed Commercial & 0.900
Residential
04: Bel-Red/Northup 0.596 0.622
05: Crossroads 0.632 0.642
10: Eastgate 0.586 0.555
Interlocal 0.950
12: Overlake 0.654 0.677
13: Factoria 0.704 0.768
Residential Group I 0.850
01: North Bellevue 0.573 0.637
07: South Bellevue 0.596 0.579
08: Richards Valley 0.505 0.542
09: East Bellevue 0.708 0.714
Residential Group II 0.800
02: Bridle Trails 0.532 0.492
06: Northeast Bellevue 0.613 0.619
11: Newcastle 0.685 0.740
14: Newport Hills No data exist for Newport Hills MMA because it has no
signalized intersections.
2004 concurrency for MMA 1 and MMA 12 have been updated since the 2004 Concurrency
Report was published.
Expectations For The Future
Improvement in the region’s economy means
the City must continue to closely monitor its
concurrency status. A record level of development
in the Downtown MMA, in particular, has the
potential to tip the scale on concurrency.
Like many other jurisdictions, the City is evaluating
modifications to the way it assesses concurrency.
Future calculations are likely to include multi-modal
Levels of Service, which incorporates the utilization
of bicycle, pedestrian, and transit facilities/services.
However, to satisfy the intent of the Growth
Management Act, the City’s methodology will
continue to balance growth and congestion by
providing the infrastructure needed to mitigate
increased demand on the city’s transportation
system.
2005 State of Mobility Report Chapter 3 27

CHAPTER 4
Transportation Planning and Programming
4
The Transportation Department employs a multi-tiered approach to planning and programming system
investments. The process provides a structure for evaluating a vast list of needs to identify and prioritize
projects that address immediate issues (such as safety or congestion) and emerging needs (proposed
development mitigation, for example). Projects that serve as building blocks to longer-term system
enhancements are also identified to maintain the quality of life in our neighborhoods and to prepare for
anticipated growth. As a result of this process, the City is able to support implementation of a broad
spectrum of improvements throughout the community.
Planning and programming transportation
improvements is an on-going City function. The
City’s multi-phased approach for moving a program
of capital investments from identification to
implementation is depicted in Diagram 4-A.
Comprehensive Plan
The Growth Management Act of 1990 mandated
that local jurisdictions adopt goals, policies, and
projects to manage progress toward a defined
vision for the future. Comprehensive Plan
elements guide the City Council in its decisionmaking
and legislative actions. The Transportation
Department draws upon the Comprehensive Plan’s
Transportation Element, which includes goals and
policies for all travel modes and facilities within
Bellevue’s transportation system, to structure
planning processes and inform investment decisions.
The City’s first Comprehensive Plan was adopted
in 1993; its elements are periodically reviewed and
updated. The update process is an opportunity to
evaluate the plan’s effectiveness and to amend goals
4-A. Project Planning: From Policy to Financial Programming
Comprehensive Plan
Land Use Vision
Long Range Facility Plans
Support Land Use Vision
in Subareas
Transportation Facilities Plan
(TFP) 12 year priorities
Capital Investment Program
(CIP) Funded 6-7 year priorities
Project
Implementation
(See Chapter 5)
2005 State of Mobility Report Chapter 4
29

CHAPTER 4: Transportation Planning and Programming
and policies, as necessary, to meet the opportunities
and challenges of the next 20 years. Through this
process, which was last completed in 2004, the
Transportation Element and its associated Subarea
Transportation Facility Plans are kept current and
relevant.
Long-Range Facility Plans
Long-range transportation plans study subareas
of the City (such as Crossroads or Downtown),
significant travel corridors (such as 148th
Avenue or Eastgate Way), or sub-systems of the
transportation system (such as transit service or
pedestrian facilities). The goal of these plans is
to evaluate future conditions — up to a 25-year
horizon — including projected land use and traffic
volumes, and then assess what improvements to
the transportation system are needed to fulfill
the vision, goals, and policies set forth in the
Comprehensive Plan. Completed long-range plans
include a wide range of projects designed to meet
the mobility goals of the plan area. The project lists
are often adopted into the Subarea Transportation
Facility Plans in the Comprehensive Plan. Two
major long-range planning efforts were underway in
2005: Factoria Area Transportation Update and the
Bel-Red Corridor Project.
transit service. A small number of roadway projects
were also included. Policy amendments support a
transition away from a traditional suburban, autooriented
business district, to an area that is more
urban in character. The plan reflects an emphasis
on high quality urban design and pedestrian
infrastructure that will transform the neighborhood
as it redevelops.
The FATS Update prioritized many projects for
implementation. In particular eight transit, seven
roadway, and thirteen pedestrian/bicycle projects
were recommended for completion within the next
ten years. The Capital Investment Program (CIP)
included funding for FATS early implementation
and in 2005 a number of smaller projects, including
construction of planted medians along Factoria
Boulevard, were completed.
(For background on the initiation of the FATS
Update, see the 2003-2004 State of Mobility Report)
Bel-Red Corridor Study
Factoria Area Transportation Study Update
The final report and recommendations for the
Factoria Area Transportation Study (FATS) Update
were issued in July, 2005. In January 2006 the
FATS update policies were adopted by Council and
the recommended projects were simultaneously
amended into the East Bellevue Transportation Plan,
a necessary step for implementation.
Through the FATS Update planning process the
community supported a multi-modal approach to
address Factoria’s transportation system challenges.
The plan recommended projects that would enhance
the pedestrian and bicycle system and improve
Bel-Red Corridor Study area.
The Bel-Red Corridor project is developing an updated
land use and transportation vision for a 912-acre area
in central Bellevue. This is the most comprehensive
30
2005 State of Mobility Report Chapter 4

CHAPTER 4: Transportation Planning and Programming
review undertaken of this light industrial and
commercial district, much of which was first developed
four decades ago. Part of the updated vision will
capitalize on the opportunities created by Sound
Transit’s potential routing of High Capacity Transit
through the Corridor. The effort is overseen by a
16-member steering committee, appointed by the City
Council, to represent a broad range of community
interests. While begun in 2005, significant efforts will
be made in 2006 to produce a preferred alternative for
analysis.
Follow guidance provided in the City’s longrange
transportation plans, transportation studies,
and subarea plans to identify, prioritize, and
implement transportation system improvements.
Comprehensive Plan Policy TR-27
Transportation Facilities Plan
Once a long-range transportation planning study is
completed and its recommendations are adopted in
the Comprehensive Plan, the next step is for highpriority
projects from the plan to be incorporated
into the Transportation Facilities Plan (TFP), which
is updated every two years. The TFP serves as the
City’s 12-year, or intermediate range, transportation
planning document. It includes high priority
projects from the long-range plans and projects that
address emerging needs and opportunities. TFP
projects fall into four categories:
• Roadway/Intersection Capacity
• Safety
• Walkway/Bikeway
• Maintenance
The TFP is a “financially constrained” plan: some
projects do not have financial resources committed
to them, but the identified total cost of the projects
in the TFP must be balanced with the City’s
transportation revenue projections for the 12-year
plan period. The TFP serves several functions:
• It provides the first level of project prioritization
necessary to identify projects for funding in the
adopted Capital Investment Program (CIP) Plan,
discussed later in the chapter.
• It serves as the basis for the City’s Impact
Fee Program. The roadway and intersection
capacity projects adopted in the TFP are used to
calculate the impact fees charged to new land use
developments. The fees cover a portion of the
capacity costs the developments are projected to
generate.
• It describes current and future environmental
conditions through a related programmatic
Environment Impact Statement (EIS). Prepared
in conjunction with each TFP update, the TFP
EIS documents potential, cumulative impacts to
the environment and the citywide transportation
system, that may occur due to 12 years of
projected land use growth and the implementation
of the projects identified in the TFP.
Map 4-B shows the currently adopted 2004-2015
TFP projects. See Appendix A-6 for a complete list
of project descriptions.
Table 4-C provides a comparison between the
2001–2012 TFP and the current TFP highlighting
a downward trend in the level of transportation
investments. This trend will continue with the
adoption of the 2006-2017 TFP.
This notable reduction in the total value, number,
and average cost of the projects listed in the current
TFP can be attributed to two dominating factors:
1) reduced revenue projections stemming from the
recent economic downturn, and
2) a shift in the City’s funding priorities.
2005 State of Mobility Report Chapter 4 31

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
CHAPTER 4: Transportation Planning and Programming
Map 4-B. Combined 2005-2011 Transportation CIP/2004-2015 TFP Project Locations
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
92ND AVENUE NE
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
STREET
104TH AVENUE NE
BELLEVUE WAY
104TH AV SE
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
106TH AV NE
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
110TH AV NE
BELLEVUE
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
WAY
SE
114TH AV SE
SE
116TH AVENUE NE
8TH
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
ST
AV SE
120TH
OLD BELREDRD
123RD AV SE
124TH AV NE
124TH AV SE
NE
NE
COAL CREEK
10
PL
PARKWAY
128TH AV SE
FACTORIA BLVD SE
130TH AV NE
RICHARDS
SE
SOMERSET
134TH AVENUE NE
24TH STREET
ROAD
132ND AV NE
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
DR SE
ROAD
NEWPORT
BLVD
SE
NE
SE 8TH ST
145TH PL SE
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
ROAD
40TH
SE
148TH AV
150TH AV SE
SE 46
LAKE
SE 22ND ST
152ND
SE
SE
AV
ST
NE
WAY
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
NORTHUP WAY
161ST
WAY
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
164TH
SE 24TH ST
AV
SE 34TH ST
NE 30TH ST
168TH AV SE
SE
SE 26
W LAKE
NE
NE 8TH ST
ST
SAMMAMISH
STREET
AV
173RD
W LAKE
NEWPORT
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
32
Legend
LK WASH BLVD SE
112TH AV SE
WASH
BLVD
116TH AVE SE
116TH AV SE
SE
CIP Projects Only
TFP Projects Only
TFP & CIP Projects
119TH
60TH
123RD AV SE
NEWCASTLE WAY
128
ST
AV
129TH
PL SE
SE67
PKWY SE
CREEK
SE66
COAL
FOREST
HIGHLAND
DRIVE
2005 State of Mobility Report Chapter 4
SE
63RD
NEWCASTLE GOLF CLUB RD
ST
LAKEMONT BLVD SE
160TH AVE SE
COUGAR
LAKEMONT
BLVD SE
MT
WAY
SE
VILLAGE
166TH WY SE
PARK DR SE
SE 60TH ST
SE 62ND P

CHAPTER 4: Transportation Planning and Programming
4-C. Comparison of 2001-2012 TFP and 2004-2015 TFP
2001-2012 TFP 2004-2015 TFP Reduction
Total Value of Projects Listed $284 million $174 million $110 million
Total Number of Projects in Plan 98 73 25
Average Project Cost $2.9 million $2.5 million $500,000
The reduction in transportation funding places
greater than usual importance on the transportation
planning and programming process.
In September, 2005, the Transportation Department
initiated the 2006-2017 TFP Update process, which
started with the Transportation Commission and
staff identifying, evaluating and prioritizing more
than 100 candidate projects. On December 1, 2005,
the Transportation Commission recommended the
proposed TFP project list for City Council approval.
The list will be advanced through an evaluation
process in 2006 that includes the preparation of an
EIS to document the potential citywide impacts of
implementing the 12-year project plan.
Capital Investment Programming
The final step in the process to plan for and
finance transportation system improvements is the
development of the seven-year Capital Investment
Program (CIP) plan. The CIP is updated every
two years. The biennial process reviews the City’s
priorities and criteria for selecting projects that
will vie for future funding. The City’s CIP is
organized into major program areas including
Parks, Public Safety, Neighborhood Enhancement,
and Transportation. Each program area may be
further sub-divided into project categories. The
Transportation CIP is allocated to the following
categories:
• Roadways
• Intersections
• Walkways/Bikeways
• Maintenance/Minor Capital
Map 4-B shows the projects included in the 2005-
2011 CIP Plan.
Table 4-D indicates the distribution of citywide CIP
funds to Transportation and the sub-allocation of
those revenues to the specific project categories for
the past five CIP cycles.
Trends in Transportation Funding
Chart 4-E reflects the four primary categories of
revenue that generally support the Transportation
Program Area in the relative proportion that funded
the 2005-2011 CIP. The categories of funding
include:
• General CIP revenue, comprised of state and
local option sales taxes and local business and
occupation (B&O) taxes;
• State and federal grants and contributions from
other local agencies, such as King County and
the City of Redmond;
• Transportation Impact Fees and other developer
contributions; and
• Transportation dedicated taxes and fees such as
motor vehicle fuel taxes and specified portions of
real estate excise tax and the local B&O tax.
Based on the past two CIP update cycles (2003-2009
CIP and 2005-2011 CIP), the following trends will
need to be monitored as the department completes
the 2007-2013 CIP Update process in 2006:
2005 State of Mobility Report Chapter 4 33

CHAPTER 4: Transportation Planning and Programming
4-D. Transportation Funding as a Portion of Total CIP Budget, 1998-2011
(All dollar figures represented as millions)
1998-2003 1999-2005 2001-2007 2003-2009 2005-2011
Total CIP Budget * $303.7 $282.1 $350.2 $284.2 $359.6
Transportation Budget * $136.7 $155.6 $191.7 $129.9 $110.8
Annual Average $22.8 $22.2 $27.4 $18.6 $15.8
Percent of CIP 45.0% 55.1% 54.7% 45.7% 30.8%
Transportation Investment by Project Category
$ % $ % $ % $ % $ %
Roadways 68.1 49.8 71.7 46.1 83.4 43.5 66.3 48.7 32.7 29.5
Intersections 26.2 19.1 34.5 22.2 55.0 28.7 19.2 14.8 13.9 12.6
Walkways/Bikeways 16.1 11.7 13.5 8.6 8.8 4.6 6.1 4.8 6.9 6.2
Maintenance/Minor Capital 26.4 19.3 36.0 23.1 44.3 23.1 41.2 31.7 41.1 37.1
Available Resource Allocation** NA NA NA NA NA NA NA NA 16.1 14.6
* All the CIPs cover seven years except for the 1998-2003 CIP, which covered six years.
** See Expectations For The Future for an explanation of Available Resource Allocation.
• Decreasing Transportation CIP funding. The
seven-year transportation capital budget dropped
$61.8 and $19.1 million in the last two CIP
updates, respectively. This loss equated to declines
in the transportation annual average budget of
$8.8 and $2.8 million, respectively. Part of the
reduction represents the recent completion of two
major roadway projects, Access Downtown and
the NE 29th Place Connection, with total costs
to the city of more than $33 million.
• Shrinking percentage of Transportation CIP
funding as related to citywide CIP. The last
two updates saw respective decreases in the
transportation share of the total CIP budget of nine
percentage points followed by an additional fifteen
percentage points. Transportation now represents
30.8 percent of the 2005-2011 citywide CIP
budget. This trend reflects the City’s substantial
commitment to its New City Hall project, for
which $83.4 million was programmed in the 2005-
2011 CIP. This project, funded in the short-term by
general obligation bonds, increased the City’s total
CIP budget by more than $75 million between the
2003-2009 and 2005-2011 Plans.
• Increasing percentage of transportation
investment in maintenance/minor capital
projects and programs. Dominated by the cost
of the City’s annual Street Overlay Program, the
costs of maintenance and preservation climbed
significantly for the second consecutive CIP
cycle. The increased percentage converted to
actual dollars indicates that the funding level
in this project category has remained relatively
constant over recent CIP updates despite the
overall funding decline. Retaining the funding
necessary for system maintenance demonstrates
the high priority the City places on preserving its
previous investments in the system.
Expectations For The Future
As stated in Chapter Two, the prospects for
increased transportation funding at the regional,
state, and federal levels are improving. However,
recent actions and trends affecting future local
transportation funding levels will make it more
challenging to meet the demands placed on the
transportation system by rapid growth. These trends
include:
34
2005 State of Mobility Report Chapter 4

CHAPTER 4: Transportation Planning and Programming
4-E. Sources of Funding in the 2005-2011 CIP
49%
2%
11%
38%
Grants and other agency contributions
Impact fees and developer contributions
Transportation dedicated taxes and fees
General CIP
1) The 2005-2011 CIP included a new category of
transportation investment — Available Resource
Allocation — at 14.6 percent or approximately
$16.1 million in 2005-2011 funding allocated to
transportation, but not programmed to specific
projects. Further delay in committing available
resources to specific improvements could cause:
• A negative impact on concurrency level of
service (refer to Chapter 3) due to fewer
capacity improvements being implemented;
• A shortage of local matching funds to
accompany applications for state and federal
grants or other outside funding;
• Difficulty in developing accurate staff
workload plans that proactively advance
projects toward implementaiton; and
• Challenges meeting commitments previously
made to stakeholders.
2) Transportation capital funding levels in the 2006-
2008 timeframe are expected to decline, lagging
behind revenues generated by the economic
recovery, before beginning to climb in 2009
and beyond. Based on current CIP revenue
projections and program allocation percentages,
there will be little money for new projects (or to
advance unfunded phases of existing projects) in
the 2005-2008 timeframe.
3) Beyond 2009, the funding projections of more
than $15 million per year remain below historical
levels of approximately $20 million per year.
The gap is greater when inflation is considered.
While local resources for transportation are
diminishing, the demand for transportation
services and improvements remains high. A
recent assessment identified more than $300
million in unfunded projects needs to maintain
and grow the local transportation system during
the 2006 to 2018 period.
2005 State of Mobility Report Chapter 4 35

CHAPTER 4: Transportation Planning and Programming
Bellevue citizens have continually ranked
transportation needs among the highest priority
issues on the biennial Bellevue Budget Survey. A
strong, flexible, and well-maintained transportation
system facilitates economic recovery and vitality,
while preserving neighborhood quality of life.
The City must seek creative solutions to close the
funding gap if an efficient transportation system is
to be preserved.
36
2005 State of Mobility Report Chapter 4

Part 2
Managing the
Transportation System

CHAPTER 5
Capital Investment Program Implementation
5
Keeping people moving is the key to Bellevue’s economic vitality. The City’s Transportation Capital
Investment Program (CIP) is a seven-year plan of projects offering a wide range of solutions to enhance the
mobility of people traveling into, out of, and through the city. Aggressive implementation of the CIP Plan
addresses the needs of the transportation system and of the city’s citizens and businesses.
5-A. Main Components of the CIP Project Selection Process
Identification
• Transportation Facilities Plan
• Long Range Transportation Plans
• Public & Staff Input
Evaluation
• Accident History Analysis
• Traffic Modeling Analysis
• Cost Estimate Review
• Public Involvement Process
Transportation Commission recommends project
priorities
Prioritization
• Comprehensive Plan-based Criteria
• Staff Prioritization
• Transportation Commission Prioritization
Citizen input is collected at open houses and
workshops during plan development
Recommendation
• Transportation Staff
• Transportation Commission
• City Leadership Team
• Preliminary Budget
• City Council
Chapter Four detailed how the Capital Investment
Program (CIP) is programmed in the context
of a broader planning effort, but that is only
the beginning of the CIP story. This chapter
tells the story of how the City advances projects
from ideas to reality — project prioritization and
implementation.
Project Line Up
The CIP is updated every two years. The projects
included in the seven-year CIP are prioritized
for implementation during an intensive, yearlong
process that selects projects for funding
implementation, and establishes an order for
2005 State of Mobility Report Chapter 5
39

CHAPTER 5: Capital Investment Program Implementation
implementation by the year that funding becomes
available. All projects in the current 2005-2011 CIP
are noted on Map 4-B (page 32).
• A decrease in the 2003-2004 adopted budget
equated to a more manageable workload for the
capital projects staff than in previous years.
Diagram 5-A on the previous page details steps in
the CIP project selection and prioritization process.
The City uses an “outcome-based” process that
links the vision of the citizens — as captured in
the policies of the Comprehensive Plan, learned
through the public involvement process, and guided
by the Transportation Commission — to capital
budget funding decisions.
Involve affected neighborhoods and other
interested citizens in the planning and design of
transportation system improvements.
Comprehensive Plan Policy TR-28
By The Numbers
During 2005, the City spent approximately $22
million in CIP funds to implement high priority
transportation projects. The $22 million expended
represents nearly 62 percent of the budget available,
which is an increase from the previous year. (Budget
Available refers to the budget adopted by the City
Council plus unspent funds from the previous year
that are “carried forward” and external funding that
is awarded after the budget adoption.)
Chart 5-B illustrates how actual transportation
CIP spending has compared to both the adopted
budget and the budget available for each of the
past five years. In 2005 the gap between actual
expenditures and budget available continued to
be much smaller than in the previous three years.
Factors contributing to this improved expenditure
rate include:
• A significant level of project implementation/
expenditure in 2002 reduced the amount of
carry-forward funds. (See the 2001-2002 State of
Mobility Report for more information.)
• A substantial number of larger CIP projects
completed construction while on-going
programs, such as Neighborhood Traffic
Calming (see Chapter 6), over-expended their
yearly allotments.
During the past three years the Department has
been able to close the gap between budget available
and project expenditures, which means efficient
project management is keeping projects on their
expenditure timelines as defined in the CIP.
CIP In Action
2005 brought the completion of many projects,
including several that were implemented with
significant community involvement and support,
such as the NE 29th Place Connection project.
Table 5-C lists recently completed CIP projects.
In addition, several major projects were under
construction and are expected to be completed in
2006 or early 2007, including improvements to:
• SE 16th Street, 145th Place SE to 148th Avenue
SE
• Lake Hills Boulevard, 150th to 156th Avenues SE
• 119th Avenue SE, SE 60th Street to Lake Heights
Street
• 112th Avenue SE and SE 6th Street signal
40
2005 State of Mobility Report Chapter 5

CHAPTER 5: Capital Investment Program Implementation
5-B. Comparison of Actual CIP Spending to Adopted and Total Budget Available, 2001-2005
70
60
50
Actual Expenditures
Adopted Budget
Budget Available
Dollars (millions)
40
30
20
10
0
2001 2002 2003 2004 2005
Year
• Bel-Red Road and NE 30th Street signal
• 150th Avenue SE, Newport Way to SE 36th
Street
Expectations For The Future
NE 29th Place Connection bypasses the congested
intersection at 148th Avenue NE and NE 24th Street
The rate at which the City can implement
prioritized projects is directly related to the level of
funding made available during the biennial budget
and CIP update process (discussed in Chapter
4) and the workforce levels available for project
implementation. Despite recent budget decreases,
staff continue to employ a variety of approaches to
leverage available resources.
For example, integrated project management, a
comprehensive framework for complex projects
(successfully implemented on the Access Downtown
Project that was completed ahead of schedule and
2005 State of Mobility Report Chapter 5 41

CHAPTER 5: Capital Investment Program Implementation
under budget), is being utilized on the NE 10th
Street Extension. The project will construct a new
city street across I-405 and through the Overlake
Hospital Medical Center complex to connect 112th
Avenue NE with 116th Avenue NE. Project partners
include the City, Federal Highway Administration,
Washington State Department of Transportation,
Overlake Hospital Medical Center, and Group
Health Cooperative. The first stage of this multistage
project — NE 10th through the OHMC/GHC
campus — is being led by the City and is slated
to be completed by early 2008. WSDOT is lead
5-C. Completed CIP Projects, 2005
CIP # Project Total Expenditures
($000s)
PW-I-46 I-405/Bellevue Access Downtown Project $17,798,000
PW-R-60 NE 29th Place Connection $16,005,900
PW-M-1 Street Overlay Program - Citywide/ongoing program $3,599,100
PW-R-102 Kamber Road Roadway Improvements $3,519,000
PW-R-115 Cougar Mountain Way Corridor Improvements $6,313,800
PW-R-117 148th Avenue SE Roadway Improvements $4,861,300
PW-R-128 Forest Drive Improvements, Phase 1 $2,683,200
PW-R-132 NE 20th Street - 140th-148th Avenues NE $603,600
PW-R-139 100th Avenue NE - NE 4th to NE 8th Streets, Phase 1 $655,000
PW-R-148 I-405 Design Access Options $1,063,000
PW-W/B-66 164th Avenue NE Sidewalks $423,200
PW-W/B-67 NE 24th Street - NE 29th Place to east of SR520 Overpass $184,400
TOTAL $57,709,500
NIS-1 680180 156th Avenue SE $1,522,700
TOTAL $1,522,700
NIS funding is not part of the Transportation CIP plan, but is part of the workload.
42
2005 State of Mobility Report Chapter 5

CHAPTER 5: Capital Investment Program Implementation
on the second stage (the overcrossing of I-405) in
coordination with other I-405 improvements.
In addition, during 2006-2007, staff will participate
in an American Public Works Association self
assessment process. The assessment will help
determine how the City’s policies, procedures
and practices compare to recommended practices
identified by nationally recognized experts in the
field of public works. In turn, the City will use the
national guidance to review and improve existing
practices, to enhance performance and increase
productivity.
The outcome of the assessment process will be
especially important as city staff address the
demands of regional projects, such as the I-405
Nickel project (proposed for construction by
2009) and Sound Transit expansion, which will
have significant impacts on local city streets.
City engineers will be challenged to maintain an
efficient traffic flow during a period of rapid
development while assisting regional partners with
plans and projects critical to the regional system’s
integrity and necessary to support future growth in
Downtown Bellevue.
Transportation funding is projected to begin
increasing by 2009, but during the next several years
any new capital project need must compete with
existing projects unless additional resources become
available. The City will continue to work with
its stakeholders to make prioritization decisions
while it aggressively pursues new capital funding
opportunities to implement additional high-priority
projects.
New sidewalk on the west side of 164th Avenue NE near
Sherwood Forest Elementary School
148th Avenue SE improvements increase access to I-90
westbound
2005 State of Mobility Report Chapter 5 43

CHAPTER 6
Neighborhood Programs and Services
6
Preserving the quality of life in the city’s neighborhoods is a priority for the Bellevue City Council and
Transportation Department. A well designed transportation system can improve neighborhood livability
by reducing cut-through traffic, enforcing speed limits, and providing options for non-motorized travel.
In addition to constructing large-scale capacity projects that keep commuter traffic on major arterials and
regional facilities, the City funds neighborhood programs to ensure the integration of mobility and livability
on its residential streets.
When traffic problems on neighborhood
streets become a daily occurrence, our sense of
community is threatened. To lessen the impact of
concerns, such as cut-through traffic, higher than
posted vehicular speeds, overflow parking, and
pedestrian safety (especially in school zones), the
City promotes an array of neighborhood-focused
programs, including:
• Neighborhood Traffic Calming Program (NTCP)
• Neighborhood Enhancement Program (NEP)
• Residential Permit Parking Zone Program (RPZ)
• Traffic Safety Technologies
A hallmark of these programs is how closely City
staff work with citizens to address community
concerns in a manner consistent with city policy
and neighborhood characteristics.
Preserve the safety of residential streets and
the livability of residential neighborhoods by
discouraging non-local traffic on streets classified
as local. Emphasize the following measures:
• Continue a strong neighborhood traffic
control program to discourage cut-through
traffic on non-local arterials, and
• Design new residential streets to discourage
cut-through traffic while providing for
connectivity.
Comprehensive Plan Policy TR-115
Neighborhood Traffic Calming Program
In 1985 the City established
the Neighborhood Traffic
Calming Program (NTCP)
to address excessive vehicle
speeds, non-local traffic,
accidents, and spill-over
parking that often result
from traffic congestion on
arterial streets. Through a
two-year phased approach
— which includes community involvement in
problem identification, project development and
outcome evaluation — the City determines how
residents perceive the traffic problems on their
neighborhood streets, assesses the traffic conditions
(i.e., speed studies), and determines what solutions
from the NTCP toolbox (see Chart 6-B for options)
can best resolve the issues.
6-A. Neighborhood Traffic Calming
Program Requests, 2001-2005
Year Number of Number of
Requests Projects*
2001 89 38
2002 86 30
2003 54 21
2004 65 27
2005 77 36
*Most of the project files are closed after the implementation
of Phase I measures. However, each year 4-5 issues are
advanced to Phase II.
2005 State of Mobility Report Chapter 6
45

CHAPTER 6: Neighborhood Programs and Services
The process is initiated when a resident or
neighborhood association submits a request for
NTCP services. Each year the number of requests
for NTCP services fluctuates based on the current
needs of the neighborhoods and the availability
of program funding. Table 6-A lists the number of
requests for NTCP services received during each of
the past five years.
When a request is determined to be within NTCP
parameters, a two-phase process is initiated. During
Phase I the programmatic focus is on changing
driver behavior through education, enforcement,
and engineering measures such as signs and
pavement markings. In 2005 NTCP reviewed thirtysix
neighborhood locations for traffic calming
recommendations through Phase I. Chart 6-B
provides a relative distribution of Phase I measures
implemented from 2001 to 2005.
Phase I efforts are evaluated after one year to
determine their effectiveness in addressing the
neighborhoods’ concerns. These preliminary
measures typically mitigate a majority of the issues
raised through citizen requests. However, if the
Phase I measures do not positively affect traffic
conditions and the problem remains extreme,
the location advances to Phase II, during which
staff evaluate if physical measures (such as speed
humps, traffic circles, or medians) could be useful.
If guidelines are met for physical measures, a Phase
II Traffic Calming Plan is developed through
an extensive public process. Chart 6-C shows
the relative distribution of Phase II measures
implemented from 2001 to 2005.
In 2005 the program worked with residents to
address traffic calming needs in eleven different
locations. Traffic calming plans were developed
and/or designed for the following locations:
• 132nd Avenue NE Traffic Calming Project
• Sunset Ranch Neighborhood Traffic Calming
Project
• Brettonwood/Tam O’Shanter Traffic Calming
Project
• 154th Avenue SE Traffic Calming Project
• 113th Avenue SE/SE 30th Street Spot
Improvement Project
Table 6-D describes the NTCP Phase II projects
that were completed in 2005 and the outcomes of
the preliminary evaluations. The locations of the
2005 NTCP projects are indicated on Map 6-E.
Pedestrian Safety in School Zones
A universal concern for residents is the safety of children walking to
and from school. The City’s neighborhood programs, especially NTCP,
implement school zone projects that often include engineering solutions
as well as pedestrian awareness programs. In 2005, the City constructed
a missing segment of sidewalk along 164th Avenue NE (Northup Way
to NE 24th Street), which is part of the Recommended Walk Route for
Sherwood Forest Elementary School. In coordination with the school,
the City also sponsored a year-long program of pedestrian awareness
education and activities, in which more than 300 children participated
in safety assemblies, walking school buses, and Siggy’s Safety City. The
program culminated with the kick-off of the PedBee Pathfinders Club, a
program designed to promote school zone safety awareness and an increase
in the number of children walking, biking, or carpooling to school.
Sherwood Forest Elementary School students
sing “STOP…LOOK…LISTEN” with PedBee
This effort was funded by grants from the Washington State Department of Transportation’s Safe Routes to School Program
and the Transportation Improvement Board’s Pedestrian Safety and Mobility Program.
46
2005 State of Mobility Report Chapter 6

CHAPTER 6: Neighborhood Programs and Services
6-B. Implemented NTCP Phase I Measures, 2001-2005
Radar Dolly
23.4%
Radar Speed Trailer
6.4%
Traffic Safety
Newsletter
4.3% Speed Watch
2.1%
Signing
8.5%
Brush Trim
0%
Neigborhood Speed
Reduction
2.1%
Rumble Strips
0%
Pavement Markings
21.3%
Police Enforcement
31.9%
6-C. Implemented NTCP Phase II Measures, 2001-2005
Traffic Circle
3.6%
Speed Cushion
0%
Curb Extension
21.4%
Entry Treatment
28.6%
Speed Humps 22’
0%
Speed Dots
0%
Median
10.7%
Speed Humps 12’
21.4%
Raised Crosswalk
14.3%
2005 State of Mobility Report Chapter 6 47

CHAPTER 6: Neighborhood Programs and Services
6-D. Neighborhood Traffic Calming Projects and Outcomes
Location Major Posted Before After Change Residents’
Elements Speed Speed Speed Effectiveness
Rating
NE 30th Street at 164th Avenue NE Speed 25 mph 30th: 34 mph; 30th: 29 mph 30th: -5 mph; 71%
Cushions 164th: 31 mph 164th: 31 mph 164th: -3 mph
134th Avenue NE Speed Humps 25 mph 38 mph 29 mph -9 mph 79%
168th Avenue SE at SE 14th Street Raised 25 mph 168th: 32 mph; 168th: 28 mph; 168th: -4 mph; 75%
Crosswalks and 14th: 37 mph 14th: 32 mph 14th: -5 mph
Speed Hump
NE 4th Street Speed Humps 25 mph 36 mph 28 mph -8 mph 94%
and Raised
Crosswalks
108th Avenue NE Speed Humps, 25 mph 34 mph 29 mph -6 mph 78%
Speed Dots, and
Entry Median
Neighborhood Enhancement Program
The Neighborhood
Enhancement
Program (NEP)
forges a partnership
between residents and City staff from several
departments to address specific needs at the
neighborhood level. Through this effort, the
Capital Investment Program (CIP) funds smallerscale
projects to be designed and built in
neighborhoods throughout the City. The program
involves residents throughout the entire project
selection process, from submitting requests to
voting on priorities and evaluating outcomes.
• Bridle Trails
• Northwest Bellevue
• West Lake Hills
• Crossroads
Each year NEP staff receive many service requests,
known as Customer Action Requests (CARs). Table
6-F details information about the transportationrelated
requests received by NEP. Table 6-G lists the
2005 NEP projects, including those reflected on
Map 6-E.
Appendix A-7 details the location of the City’s many
distinct neighborhoods. The NEP program divides
the City into thirteen areas, as indicated in Appendix
A-8. To balance available funds, the NEP budget is
allocated to each neighborhood area based on the
number of households in the area. The program
visits all 13 areas over the course of a three-year
cycle. During 2005, NEP met with the following
neighborhoods to identify priority projects:
48
2005 State of Mobility Report Chapter 6

CHAPTER 6: Neighborhood Programs and Services
Map 6-E. Combined Neighborhood Program Projects, 2005
2005 State of Mobility Report Chapter 6 49

CHAPTER 6: Neighborhood Programs and Services
NEP Project Completion Highlight
SE 25th Street Sidewalk
(104th Avenue SE to 108th Avenue SE)
SE 25th Street is a main corridor in the West
Bellevue neighborhood, connecting 104th Avenue
SE to 108th Avenue SE. Residents use this route as
part of their daily walks or to access neighborhood
destinations, such as Enatai Elementary School and
Enatai Neighborhood Park.
In June 2003, the West Bellevue neighborhood
voted to fund curb, gutter, and sidewalk on the
south side of SE 25th Street between 104th and
106th Avenues SE. The residents lobbied for and
received additional funding through the Capital
Investment Plan Pedestrian Access Program to
extend the sidewalk project to 108th Avenue SE.
Example of conditions before project
Example of conditions after project
6-F. Transportation NEP Requests and Project Information, 2001-2005
NEP Requests Small Capital Projects Funding
Neighborhood Year Total # Transportation % of Total # of projects # of projects Neighborhood # of trans $ amount % of NEP
of Requests initially scoped for Funding projects to of funding funding for
requests scoped ballot Amount $ receive NEP Transportation
East Lake Hills 2001 169 108 64% 17 9 $300,000 4 $265,000 88%
West Lake Hills 2001 164 78 48% 14 8 $300,000 3 $300,000 100%
Eastgate/Cougar Ridge 2001 156 94 60% 6 4 $195,000 1 $70,000 36%
West Lake Sammamish 2001 115 64 56% 5 7 $115,000 1 $100,000 87%
Crossroads 2002 102 30 29% 1 0 $600,000 0 n/a n/a
Northeast Bellevue 2002 198 105 53% 8 6 $300,000 3 $250,000 83%
Northeast Bellevue 2002 256 120 47% 5 8 $380,000 3 $325,000 29%
Bridle Trails 2002 113 62 55% 10 6 $140,000 1 $40,000 39%
West Bellevue 2003 251 128 51% 12 7 $380,000 1 $150,000 n/a
Wilburton 2003 121 61 50% 8 6 $150,000 0 n/a 26%
Woodridge 2003 158 75 47% 8 8 $140,000 2 $37,000 104%
Newport 2003 173 117 68% 12 13 $275,000 2 $285,000 n/a
Somerset 2003 123 61 50% 6 3 $200,000 0 n/a 100%
Factoria (Sunset) 2003 31 19 61% 5 4 $100,000 1 $100,000 60%
Eastgate/Courgar Maountain 2004 115 36 31% 8 5 $250,000 1 $150,000 60%
Sammamish/East Lake Hills 2004 133 92 69% 15 8 $270,000 0 n/a n/a
Northeast Bellevue 2004 127 74 58% 13 6 $400,000 1 $150,000 38%
Bridle Trails 2005 115 63 55% 8 4 $140,000 1 $150,000 107%
Northwest Bellevue 2005 256 121 47% 15 13 $240,000 2 $105,000 44%
West Lake Hills 2005 127 71 56% 11 5 $275,000 1 $130,000 47%
Crossroads 2005 23 9 39% 2 1 $240,000 0 $0 n/a
50
2005 State of Mobility Report Chapter 6

CHAPTER 6: Neighborhood Programs and Services
Residential Permit Parking Zone Program
Residents continue to request parking restrictions
to reduce spill-over parking in their neighborhoods.
To address these requests, the Residential Permit
Parking Zone Program (RPZ), established in 1985,
posts parking restrictions along residential streets.
Residents living in a designated parking zone are
exempt from the parking restrictions if they display
a permit in their vehicles. The City issues these
permits at no cost to residents who provide proof
of residency within the zone. Map 6-E identifies the
16 RPZ locations active in 2005.
Stationary Radar Signs provide drivers feedback on their travel
speed
Minimize spillover parking from commercial
areas, parks, and other facilities encroaching on
residential neighborhoods, through residential
parking zones and other measures.
Comprehensive Plan Policy TR-119
Traffic Safety Technologies
The Traffic Safety Technologies Program funds the
use of technologies, such as Radar Speed Trailers
and Radar Dollies, to address a major concern on
residential streets — excessive vehicle speeds. In
some circumstances it makes sense to make driver
feedback a permanent solution to higher than
posted vehicular speeds. The City’s Stationary Radar
Sign Program, begun in Fall 2000, aims to reduce
6-G. Neighborhood Enhancement Program Transportation Projects, 2005
Location Major Elements Estimated Budget
108th Avenue NE Sidewalk, north of NE 17th Street 6’ wide concrete sidewalk on east side of road $150,000
Northup Way Sidewalk, in front of Ivanhoe Park 6’ wide concrete sidewalk on north side of road $150,000
NE 8th Street Sidewalk/96th to 98th Avenues NE* 6’ wide concrete sidewalk on north side;
SE 25th Street Sidewalk/104th to 108th Avenues NE*
4’ wide planter strip; 6’ high cedar fence $150,000
6’ wide sidewalk and parking restrictions on
south side $300,000
NE 40th Street Sidewalk/142nd Place NE to 6’ wide concrete sidewalk on north side of road $150,000
145th Avenue NE
128th Avenue SE Sidewalk, south of Woodridge 6’ wide sidewalk; planter strips where feasible $150,000
Elementary
SE 60th Street Sidewalk/116th to 123rd Avenues SE*
6’ wide concrete sidewalk on south side to fill
existing gaps $300,000
129th Place Sidewalk/Newport Way to 130th Avenue SE 6’ wide concrete sidewalk and parking
restrictions on west side $100,000
Northup Way Sidewalk/162nd to 165th Avenues NE 6’ wide concrete sidewalk on north side $177,000
NE 24th Street Sidewalk in front of Hidden Valley Park 6’ wide concrete sidewalk on south side of road $150,000
152nd Place SE Sidewalk/Eastgate Elementary School to 6’ wide asphalt sidewalk behind a concrete curb
152nd Place SE on west side $150,000
Newport Key/Cascade Key Sidewalk Realignment 5’ wide concrete sidewalk on SE corner $35,000
*Projects completed with partnership funding from the Transportation CIP Pedestrian Access Improvements Program (See Chapter 10).
2005 State of Mobility Report Chapter 6 51

CHAPTER 6: Neighborhood Programs and Services
excessive speeds on local streets. The radar signs
display the speed of a passing vehicle compared to
the actual speed limit, encouraging drivers to adjust
their speed if needed.
In 2005, Neighborhood Services staff reviewed the
20 locations where permanent radar signs have been
installed during the past five years (See Map 6-E
for radar sign locations). A report documented the
results and three major findings:
• Stationary Radar Signs, when used appropriately,
reduced vehicle speeds between 2 and 5 mph
(between 8 and 20 percent);
• Locations that have had the signs installed for
4-5 years were still experiencing speed reductions;
and
• The highest rate of success has been at locations
where the pre-installation 85th percentile speeds
were at least 10 mph higher than the posted
speed limit.
Chart 6-H details the success of the radar sign
installations as measured by the reduction of
average speeds at the locations. Seven additional
locations were reviewed in 2005, with five
proceeding to final design. Installation of the
technology at these sites will occur in 2006.
Expectations For The Future
For more than 20 years, Transportation’s
Neighborhood Services programs have been
effective in addressing neighborhood traffic
concerns. Through systematic evaluation and
project selection, many of the community’s requests
have been met. However, solutions implementing
simple measures, such as speed humps, are quickly
ceasing to be the norm. With each passing year,
the scale and scope of projects developed through
Transportation Neighborhood Programs have
grown to address increasingly complex issues on
residential streets.
6-H. Radar Sign Effectiveness
6
5
After 1 Year
After 2 Years
Reduction in Speeds, mph
4
3
2
1
0
MPH1 MPH2 MPH3 MPH4 MPH5 MPH6 3M1 3M2
3M3
3M4 3M15 3M6 3M7 3M8 3M9 3M10 3M11 3M12 3M13 VCALM1
-1
52
2005 State of Mobility Report Chapter 6

CHAPTER 6: Neighborhood Programs and Services
For example, historically the Neighborhood Traffic
Calming Program has designed and constructed 3
to 4 large-scale Traffic Calming Projects each year.
The cost of these projects now averages $150,000 to
$200,000, due to the extent of physical measures being
implemented and the fact that a more comprehensive
look at multiple streets within the affected
neighborhoods is often warranted. As a result, the
program is struggling to maintain the historical level
of service (in terms of number and scope of projects)
with its annual budget of $375,000. The demand for
solutions that require larger scale projects is greater
than the available resources. The same struggle exists
within NEP and RPZ.
The demand for these programs is likely to increase.
In the 2005 City of Bellevue Budget Survey,
Bellevue citizens identified controlling traffic in
neighborhoods as one of the highest City-wide
problems, with 39 percent requesting the City
do more to address the problem. Another factor
that will increase the demand for services is the
demographic shift occurring in many of the older
neighborhoods. Young families with children
are transitioning into these neighborhoods and
have different priorities for what makes their
neighborhoods livable.
To meet these challenges, City staff will continue
to look for joint funding opportunities with
other City programs and from external sources,
as appropriate. In addition, program staff will
seek to build even stronger and more creative
working relationships with Bellevue residents to
ensure the quality of life in their neighborhoods is
uncompromised by traffic concerns.
2005 State of Mobility Report Chapter 6 53

CHAPTER 7
Safety
7
Ensuring public safety, including the safety of people using all modes of the transportation system, is an
important responsibility of the City. Whether safety is measured by the number of accidents at a location
or by citizen and staff observations of potential hazards, the Transportation Department responds with a
thorough evaluation and, if warranted by the specific conditions, implements an innovative solution.
Safety is often measured in terms of reported
accidents that result in injury or property damage.
City staff analyze traffic accident trends and monitor
the intersections and mid-block corridors with
the highest accident rates. When a problem area is
identified, the area is studied and when possible, a
plan is put into place to reduce continued traffic
accidents at that location. This sequence of safety
activities is managed through the Accident Reduction
Program, which was created in 1990.
Accident Profile
Communities often assess the effectiveness of their
transportation safety program by tracking how
7-A. Police Investigated Traffic Accidents, 2001-2005
All Accident Types 2001 2002 2003 2004 2005
Property Damage Only 1175 1176 1243 1148 1250
Injury Accidents 460 475 510 460 524
Fatality Accidents 2 0 5 2 0
Total Accidents 1637 1651 1758 1610 1774
Per Capita Accident Rate 0.0139 0.014 0.015 0.137 0.15
Total Number of Injuries 574 612 649 598 684
Total Number of Fatalities 2 0 5 2 0
Pedestrian-Involved Accidents 2001 2002 2003 2004 2005
Property Damage Only 0 2 1 1 0
Injury Accidents 36 32 24 32 35
Fatality Accidents 1 0 1 1 0
Total Accidents 37 34 26 34 35
Total Hit & Run Accidents 3 8 5 6 1
Total Number of Injuries 36 35 24 33 37
Total Number of Fatalities 1 0 1 1 0
Bicycle-Involved Accidents 2001 2002 2003 2004 2005
Property Damage Only 1 0 1 2 1
Injury Accidents 15 19 18 24 35
Fatality Accidents 0 0 0 0 0
Total Accidents 16 19 19 26 36
Total Hit & Run Accidents 2 4 2 2 4
Total Number of Injuries 15 19 18 24 35
Total Number of Fatalities 0 0 0 0 0
2005 State of Mobility Report Chapter 7
55

CHAPTER 7: Safety
7-B. Highest Accident Intersections, 2005
Location
SE 26th Place at 128th Avenue SE 1.91
SE Wolverine Way at 105th Avenue Se 1.69
NE 2nd Street at 105th Avenue NE 1.69
NE 21st Street at 100th Avenue NE 1.58
Main Street at 102nd Avenue NE 1.50
NE 4th Street at 102nd Avenue NE 1.31
NE 10th Street at 110th Avenue NE 1.21
Northup Way at West Lake Sammamish Parkway 1.18
NE 8th Street at 112th Avenue NE 1.15
SE 41st Place at Factoria Boulevard SE 1.14
many accidents occur over time. Bellevue collects
accident data and tracks accident trends through
its Accident Reduction Program. Table 7-A displays
the categories of police investigated traffic accidents
in the city for the past five years. It also breaks
out two subsets of traffic accidents — pedestrianinvolved
and bicycle-involved.
The data in the table reveals two important points
about the safety of Bellevue’s transportation system:
• The trend line for the number of accidents
reflects a general decline over time — the fewest
number of police-investigated accidents in more
than ten years was recorded in 2004. There was a
rise in reported accidents in 2005, but still below
the number reported in 2000. 2005 did see a
significant increase in bicycle involved accidents.
• The number of traffic related fatalities remains
low. According to the U.S. Department of
Transportation’s Fatality Analysis Reporting
System, there are 14.66 traffic accident fatalities
for every 100,000 people. If this national statistic
were applied to Bellevue’s population, we would
anticipate more than 17 traffic accident fatalities
each year. However, Bellevue’s annual average is 2
traffic fatalities. There were no reported fatalities
in 2005.
2005 Rate
The City’s accident data
for any given year is further
analyzed by location so
that the highest accident
intersections and mid-block
corridors can be identified
and monitored.
Intersections
An intersection accident
rate is used to determine the
relative number of accidents
at any given intersection. The
rate allows staff to compare
intersections that serve a high
volume of cars to those that serve a lower traffic
volume. The intersection accident rate describes the
number of accidents for every one million vehicles
entering the intersection. A rate of 1.0 means
one accident occurs for every million vehicles
entering the intersection. The top 30 high accident
intersections, as ranked by intersection rate, are
identified each year for monitoring.
Table 7-B lists the top 10 high accident intersections
for 2005. The full list of 30 for 2005 can be found
in Appendix A-9.
Highlights of this data include:
• No intersection in 2005 had an accident rate
higher than 2.0 (two accidents per million
vehicles entering the intersection).
• Five of the top 10 intersections are signalized,
but the first four intersections are unsignalized.
• An accident reduction project has already been
completed at the fifth ranked location, Main and
102nd Ave NE.
Two of the intersections in the top ten in 2005 were
also on the list in 2004 (Northup Way at West Lake
56
2005 State of Mobility Report Chapter 7

CHAPTER 7: Safety
Sammamish Parkway and NE 8th Street at 112th
Avenue NE). The lists are dynamic because of the
relatively short time period (one year) of analysis.
The advantage of this methodology is that it brings
forward more locations for review, increasing the
potential for meaningful accident reduction projects
to be identified and implemented.
Mid-Block Corridors
The accident rate for mid-block locations describes
the number of accidents occurring mid-block in
relation to every million vehicle miles traveled
within the corridor segment. Therefore, the midblock
accident rate is a function of the length of
the segment in addition to the number of vehicles
traveling the corridor. The City uses the midblock
accident rate to identify the Top 15 corridor
locations with the highest number of accidents
when compared to the volume of the traffic present
in the corridor.
Table 7-C lists the top 5 high accident mid-block
corridors for 2005. The full list of 15 can be found
in Appendix A-10.
The fourth ranked mid-block location, Bel-Red Road
from NE 16th Street to 140th Avenue NE, was ranked
first in 2004 with nearly the same accident rate (2004
rate = 11.81).
Accident Reduction Solutions
Accident reduction projects are a mainstay of the
Transportation Department mission to ensure
the safety of the transportation system. When a
persistent pattern of accidents emerges, City staff
analyze the location for possible solutions. Accident
reduction projects are developed for locations where:
• Anticipated accident costs could be measurably
reduced;
• The solution does not produce unacceptable
system impacts; and
• Project costs are reasonable.
Typically, projects managed by the Accident
Reduction Program are funded through the Major
Safety Improvements Program of the Capital
Investment Program (CIP). Although every location
has specific characteristics that must be considered
when developing an engineering solution, the final
project often includes one or more of the following
components:
• Modifying channelization within existing curb
lines (i.e., to add turn lanes);
• Installing signals or revising the phasing of
existing signals;
• Improving existing or installing new signage;
• Upgrading signal timing;
7-C. Highest Accident Mid-Block Corridors, 2005
Location
2005 Rate
SE 6th Street from 140th Avenue SE to Dead End Street to the east 24.06
SE 38th Street from 129th Place SE to Factoria Boulevard SE 20.00
116th Avenue NE from Northup Way to 115th Avenue NE 17.07
Bel-Red Road from NE 16th Street to 140th Avenue NE 13.49
Factoria Boulevard SE from SE 40th Lane to SE 40th Place 12.80
2005 State of Mobility Report Chapter 7 57

CHAPTER 7: Safety
• Clearing sight lines;
• Performing maintenance; and
• Revising property access.
in the implementation of 50 accident reduction
projects, which subsequently have yielded more
than $18 million in savings. See Appendix A-11 for
the complete list of projects.
The program results in other gains for Bellevue,
including 1) reduced tort liability cases and liability
exposure, 2) reduced citizen calls and complaints,
and 3) elimination of redundant data storage
and management. Most importantly, calculations
indicate the program reduces the overall number
of traffic accidents each year by an estimated 10
percent. In tangible terms, that rate means the
program helped to prevent nearly 200 accidents in
2005.
A flashing sign warns drivers about the sharp curve at 132nd
Avenue NE and NE 40th Street
Table 7-D highlights accident reduction projects,
completed through the Accident Reduction Program,
in 2005.
Bellevue’s nationally recognized Accident
Reduction Program uses of low cost, effective
countermeasures, which means benefits from the
one time investment in project implementation
costs are typically realized in the dollar cost savings
to the public in only one or two years. From 1990
to 2005, Bellevue invested approximately $1,210,000
Maintain and enhance safety for all users of the
roadway network using measures such as the
following:
• Maintain Accident Reduction Program
• Increase enforcement of traffic laws
• Expand use of traffic calming measures
• Improve opportunities for pedestrians to safely
cross streets at intersection and mid-block
locations
• Increase street lighting
• Minimize the number of driveways on all
arterials
Comprehensive Plan Policy TR-46
7-D. Completed Accident Reduction Program Projects, 2005
Project Location
132nd Avenue NE and NE 40th Street
Coal Creek Parkway and 124th Avenue NE
Major Elements
Guardrail and Flashing Signs for curve
Protected left turn
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2005 State of Mobility Report Chapter 7

CHAPTER 7: Safety
Spot Improvement Program
The Transportation Department receives comments
regarding safety concerns from citizens, staff, and
other jurisdictions. These concerns are investigated
and, when appropriate, projects are developed to
address the potential hazards through the Spot
Improvement Program.
Table 7-E lists projects recently completed through
the Spot Improvement Program. Because each
project is customized to the existing conditions, it
is often difficult to use national cost savings rates to
quantify the accident cost savings generated by the
implementation of the projects. Nonetheless, the
elimination of system operational deficiencies and sites
of potential “near hits” makes the program a necessary
part of the City’s transportation safety efforts.
New pedestrian crossing of Lakemont Blvd. provides residents
safe access to Lewis Creek Park
Expectations For The Future
Bellevue is a model city for the development
and implementation of an active and innovative
transportation safety program. To continue to
maintain the safety of city streets, City staff will
need to seek creative approaches to a variety of
issues in the near future.
• The success of the Accident Reduction Program
and Spot Improvement Program means that many
of the lower cost countermeasures have been
applied, leading to a trend toward projects with
more comprehensive scopes. These larger-scale
projects will quickly outstrip the capacity of the
programs’ current budgets. A short term solution
is to incorporate safety components into the
scopes of existing CIP projects or to partner with
other CIP programs to leverage program funding.
• The recent update of the Manual of Uniform
Traffic Control Devices (MUTCD) means the
department must comply with new signage
guidelines. The sign updates are being phased in
beginning with school crosswalk, school zone,
and bicycle signs. Upgrades to school crosswalk
signs require larger signs, supplemental plaques
below the signs, and in some cases, adjustment of
the sign placement. Non-school crosswalk signs
will also be upgraded. The MUTCD compliance
period is from 2005 to 2012, depending on
the sign category. Bike lane sign upgrades were
completed as required by the end of 2005. In all,
the impact of the new guidelines is that nearly
1300 signs must be upgraded in the next few years.
• Requests for new crosswalks and crosswalk
upgrades are frequently received from citizens,
businesses, and other city departments. The
requests are evaluated against established
parameters and other crosswalk needs in
competing for limited funding. To assist in
the prioritization process, a complete list of
existing and potential crosswalk locations is
being compiled. The list will facilitate the
implementation of crosswalk improvements in a
planned, logical manner.
• When the Americans with Disabilities Act (ADA)
was signed into federal law in 1990 to prohibit
discrimination against people with disabilities in
2005 State of Mobility Report Chapter 7 59

CHAPTER 7: Safety
7-G. Completed Spot Improvement Projects, 2005
Location
170th Avenue SE/SE 60th Street
Newport Heights Elementary School
Spiritridge Elementary School
Clyde Hill Elementary School
Enatai Elementary School
Downtown Parking
Lakemont Boulevard at Lewis Creek Park
SE 10th Street and 104th Avenue SE
108th Avenue NE and SE 6th Street
Lakemont Boulevard and 164th Avenue SE
108th Avenue NE and SE 6th Street
140th Avenue NE under SR 520
SE 37th Street under I-90
SE 61st Street north of Forest Drive
156th Avenue NE and NE 4th Street
Lake Hills Boulevard at 143rd Avenue SE
SE 54th Street and 128th Avenue SE
140th Avenue SE and 145th Pl SE (Logan Woods)
Citywide bicycle signing upgrades
Somerset Boulevard, SE 42nd to SE 43rd Streets
all aspects of life, it required those responsible
for building the pedestrian infrastructure to make
it accessible for use by people of all abilities.
This mandate further required that there be a
plan for removal of barriers in existing facilities
or programs that could prohibit accessibility.
Bellevue has made great progress in compliance
with the law. For instance, the Wheelchair Ramps
Program in the Capital Investment Program Plan
specifically targets intersection corners where
curb ramps do not comply with standards for
accessibility. This program funds much needed
improvements to provide a barrier-free pedestrian
environment in compliance with the ADA.
However, with miles of sidewalks and hundreds
of intersections, the need created by the law is far
greater than this program budget can meet. To
meet this challenge, the Department has assigned
an ADA Coordinator who will work with intraand
inter-departmental teams to accelerate
Project Type
Street entry median
School signs upgraded to MUTCD Standards
School signs upgraded to MUTCD Standards
School signs upgraded to MUTCD Standards
School signs upgraded to MUTCD Standards
Sign upgrades
New pedestrian crossing
Safety improvements
Transit channelization upgrade
Channelization upgrade
Passenger loading zone
Signing installation
Signing installation
Signing installation
Pedestrian crossing upgrades
Pedestrian crossing upgrades
Parking restrictions and signing
Signing installation
Signs upgraded to MUTCD Standards
Pedestrian improvements
the completion and implementation of the
Transportation Department’s Transition Plan, a
necessary component of full compliance with the
law.
• In 2004 Bellevue completed an Intelligent
Transportation Systems (ITS) Master Plan.
ITS is the application of a range of advanced
technologies and management techniques to
enhance mobility and safety. The Bellevue
ITS Plan creates a framework from which ITS
projects and benefits can be realized. Recent ITS
safety enhancements include the installation of
Pedestrian Countdown Signals (see inset box),
as well as new Traffic Cameras to help engineers
assess actual traffic conditions from the city’s
new Traffic Management Center (TMC). Looking
forward, Bellevue expects to continue its role as
a regional leader in the implementation of ITS
projects to enhance mobility and safety citywide.
60
2005 State of Mobility Report Chapter 7

CHAPTER 7: Safety
More Information, More Safety for Pedestrians
Bellevue has recently begun to use a new technology
at pedestrian crossings – the Pedestrian Countdown
Signal.
Pedestrian Countdown Signals increase the amount of
information the city provides pedestrians to better help
them complete signalized crossings. During the “flashing
Don’t Walk” portion of the crossing, the signal
now displays the amount of time remaining before the
pedestrian crossing phase terminates. This information
not only lets pedestrians know how much crossing time
remains, it also helps pedestrians better understand the
meaning of the “flashing Don’t Walk” portion of the
pedestrian crossing signal. The “flashing Don’t Walk”
indicates that the crossing signal will be changing, and
if the pedestrian is not already in the crosswalk, he should not leave the curb. By displaying the time remaining
for the crossing, the meaning of the “flashing Don’t Walk” is more intuitive to pedestrians.
The Pedestrian Countdown Signal has recently been approved for use throughout the country. Studies have
shown that the use of this technology results in a better understanding of pedestrian crossing signals, as well as
a higher percentage of successful crossings (crossings completed within the time allotted and before conflicting
traffic gets a green light).
Bellevue installed its first Pedestrian Countdown Signals in late 2005 at two signalized intersections in the
Factoria area: Factoria Blvd and SE 38th St, and Factoria Blvd and SE 40th Lane. In addition, Pedestrian
Countdown Signals were installed at NE 6th Street and 110th Ave NE, next to Bellevue City Hall and
the Bellevue Transit Center. The Transportation Department plans to continue installation of this new
technology at signalized intersections, with an emphasis on the Downtown area, as funding becomes
available.
By maintaining high program standards, aggressively
working to comply with a variety of state and
federal regulations, and developing innovative
solutions to challenges that arise, the City will
continually enhance the safety of Bellevue’s
transportation system.
2005 State of Mobility Report Chapter 7 61

CHAPTER 8
Preservation and Maintenance
8
The City places a high priority on allocating adequate resources to maximize the benefits of investments
previously made in the transportation system. Expenditures on maintenance and preservation defray, and can
prevent, costly reconstruction projects in addition to contributing to the overall safety of the system.
The Transportation Capital Investment Program
(CIP) funds several preservation and maintenance
programs on an on-going basis, including pavement
management, bridge maintenance, and street/
sidewalk repair and maintenance.
Pavement Management
Pavement with ratings of 60-80 are typically not
objectionable to drivers. Once the rating reaches
the 20-30 range, however, defects are readily
noticeable. Analysis of pavement ratings over time
indicates that pavement will stay in good shape for
a fairly long time, but once it starts to deteriorate, it
does so rapidly.
Preservation of the City’s 943 lane miles of
roadway is achieved through a rigorous pavement
management program. The condition of each
street segment is reviewed every two years to
document information about how the street may
best be maintained. Through this practice, the City
prioritizes and invests in preventive maintenance
rather than waiting for major pavement failure,
which is significantly more expensive to repair.
Predicting Pavement Life
Every street is rated based on various types of
roadway defects using the procedures
and guidelines set forth in the
Pavement Surface Condition Field
Rating Manual for Asphalt Pavement,
as developed by the Northwest
Pavement Management Association
and the Washington State Department
of Transportation. Defects found
along the roadway segment are given
a point total based upon the severity
and extent of the problem. The total
of defect points is then subtracted
from 100 (the rating given to new
pavement) to produce a rating of the
current pavement condition.
Annual Overlay Program
Two key factors contribute to the inclusion of
a street in the annual overlay program: roadway
classification and pavement rating. See Appendix
A-12 for a map of Bellevue roadway functional
classifications. Table 8-A details the street repair
priority order, which emphasizes repairs to arterials
and collector streets. Traffic volumes are lower on
residential streets and so the pavement deterioration
is slower. At times it is more cost effective to
allow these roadways to reach a rating of 30 before
making an overlay investment.
8-A. Street Repair Priority by Functional Class and
Pavement Rating
Repair Functional Class Pavement
Priority
Rating
1 Principal Arterial Less than 50
2 Minor Arterial Industrial Collector Less than 40
3 Residential Collector Local Street Less than 30
4 Other Less than 20
5 Principal Arterial 70-50
6 Minor Arterial Industrial Collector 70-40
7 Residential Collector Local Street 60-30
8 Other 60-20
2005 State of Mobility Report Chapter 8
63

CHAPTER 8: Preservation and Maintenance
Table 8-B reflects the percentage of arterial and
residential lane miles meeting pavement rating
standards. Note the percentage varies over time as
roads deteriorate, are repaired, and then gradually
deteriorate again, as depicted in Figure 8-C.
8-B. Roadways Meeting Pavement Rating Standards, 2001-2005
2001 2002 2003 2004 2005
Arterial Lane Miles Rated 50+ 295 297 308 282 307
Total Arterial Lane Miles 340 345 338 345 348
Percent Meeting Standard 87% 86% 91% 82% 88%
Residential Lane Miles Rated 30+ 494 494 586 551 573
Total Residential Lane Miles 509 524 617 594 595
Percent Meeting Standard 97% 94% 95% 93% 96%
Total All Lane Miles 849 869 955 939 943
Annual Overlay Budget ($000s) 3679 3900 3994 4101 4279
Arterial Lane Miles Overlaid 6.2 6.1 10.1 5 22.5
Residential Lane Miles Overlaid 23.2 30 25.3 21 0
8-C. Pavement Performance Curve
Pavement Performance Curve
100
Pavement Condition Rating
90
80
70
60
50
40
30
Existing
Pavement
Complete
Overlay
Should
Rehabilitate
Must
Rehabilitate
20
20
0
0 5 10 15 20 25 30 35
Pavement Years (Years)
64
2005 State of Mobility Report Chapter 8

CHAPTER 8: Preservation and Maintenance
Map 8-D. Overlay Program and CIP Overlay Projects, 2005
2005 State of Mobility Report Chapter 8 65

CHAPTER 8: Preservation and Maintenance
concentrated area program efficiencies are
gained); and
• coordination with CIP roadway improvement
projects that have pavement-related components.
Map 8-D shows the locations of the 2005 overlay
projects completed either through the Overlay
Program or in conjunction with another CIP
project.
Bridge Structures
Bellevue Way was repaved as part of the 2005 Urban Overlay
effort
To make the most effective use of the Overlay
Program’s budget, three factors are considered:
• the schedule of project activities by private utility
companies and other City departments;
• the geographic distribution of the overlay
candidates (when several sites are in a
Since 1971 local agencies have been required to
conduct inventories and inspections of bridge
facilities to document bridge conditions, which are
then reported to the Washington State Department
of Transportation (WSDOT) and Federal Highway
Administration (FHWA). By the end of 2005, the
City was responsible for inspecting and maintaining
16 bridge structures. Table 8-E lists those bridge
structures in order of the year they were built.
8-E. City-Maintained Bridge Structures
Bridge Location Year Built Length Width
Vasa Creek Bridge 164th Place SE/SE 35th Street 1964 16 28
NE 12th Street Pedestrian Bridge 108th Avenue NE 1969 386 7
NE 12th Street Bridge BNSF Railroad Over-crossing 1970 232 56
NE 12th Street Bridge 124th Ave NE (Safeway Parking Lot) 1971 282 72
140th Avenue Bridge Bellevue/Redmond Road 1972 37 75.5
Mercer Slough Pedestrian Bridge I-90 Boardwalk 1973 240 10
148th Avenue SE Pedestrian Bridge SE 22nd Street 1975 284 10
Northup Way Bridge BNSF Railroad Over-crossing 1987 63 56.3
134th Avenue Bridge Kelsey Creek (NE 11th) 1987 61 36
Forest Drive Bridge Vicinity of 152nd Avenue SE 1989 104 44.6
Lakemont Boulevard Bridge #1 Lewis Creek No. 1 1990 26 120
Lakemont Boulevard Bridge #2 Lewis Creek No. 2 1990 45 62
Lakemont Boulevard Bridge #3 R-5 Drainage 1998 99 53.8
Lakemont Boulevard Bridge #4 Newport Way 1998 841 52.8
Lake Washington Boulevard Bridge 98th Avenue NE (Meydenbauer Park) 2002 265 48.3
City Bridges Maintained by Others
W. Lake Sammamish Blvd. Ped Bridge Camp Sambica 1950 71 7
66
2005 State of Mobility Report Chapter 8

CHAPTER 8: Preservation and Maintenance
Street and Sidewalk Maintenance
Programs
The Street Maintenance Section of the Utilities
Department manages the maintenance and repair
of all non-electric transportation system elements
located on City right-of-way or other public
easements. Through inspection, maintenance, and
repair of the transportation system infrastructure, the
Street Maintenance group preserves past investments
in the system while limiting the City’s exposure
to liability. Maintenance and repair operations
emphasize eight major programmatic efforts:
1) Roadways
This program focuses on roadways that are not
scheduled for re-paving through the Overlay
Program. Repair activities include pot hole
mitigation, surface patching, and sub-base repair.
In 2005 the City received 729 pot hole reports;
a 145 percent increase over the number of 2004
reports. Several reasons, including a wet winter,
produced this significant demand for program
services:
• In 2003 the Roadways Program budget was
reduced from a level that provided 20,000
square feet of new asphalt for road repair
activities to a level that provides 6,000 square
feet, which produced a backlog of roadways
needing repair.
• A few years ago, experimental pavement was
used on sections of Somerset Boulevard and
104th Avenue SE. This pavement is failing at
a faster than normal rate and has produced an
increase in requests for repair.
2) Sign Maintenance, Installation and Repair
This program maintains regulatory signs — stop,
yield, speed limit — and all other city-owned
signs in accordance with the Manual on Uniform
Traffic Control Devices. The number of signs in
service (not including street name signs or signs
on private streets) was 12,060 in 2005.
3) Traffic Control Devices
This program installs and maintains traffic
control devices, such as painted pavement
markings, crosswalks, guardrails, and traffic curbs.
4) Street Sweeping
Two street sweepers regularly sweep the city’s
roadways at varying frequencies depending on
the functional class of the facility: bike lanes are
swept twice a month; arterials are swept once a
month; and neighborhood streets are swept three
to four times per year.
5) Ice and Snow Preparedness and Response
This program was recently updated to reprioritize
the primary, secondary, and tertiary snow routes
and to refine guidelines for the use of de-icing
agents. Response criteria are being established for
unusual types of responses, such as freezing fog
conditions.
6) Vegetation Management
This program controls the growth of vegetation
within the City right of way to preserve sight
distance for motorists and to prevent obstruction
of roadways, bike lanes, and sidewalks. The
Parks Department also manages the vegetation
associated with formal CIP streetscapes.
Minimize hazards and obstructions on the
pedestrian and bicycle system by ensuring the
system is properly maintained. Allow different
levels of maintenance for certain key linkages
based on amount and type of use or exposure to
risk.
Comprehensive Plan Policy TR-82
2005 State of Mobility Report Chapter 8 67

CHAPTER 8: Preservation and Maintenance
7) Sidewalks, Walkways, and Trails
This program restores the structural integrity
of sidewalks and cleans the surface of arterial
sidewalks to keep them free of obstructions,
as warranted. By the end of 2004, there were
308 miles of sidewalks in Bellevue. Street
Maintenance staff perform an inventory and rate
the condition of sidewalks in one of five sidewalk
maintenance districts each year. (See Appendix
A-13 for a map of the sidewalk districts.)
Project lists are prioritized and scheduled for
repair in accordance with available funding.
This monitoring process will be a critical step
in maintaining the City’s compliance with the
Americans with Disabilities Act.
8) Transportation Trails Maintenance and Repair
Program
Expectations For The Future
Over the years the City has consistently provided
funding for preservation and maintenance activities.
During 2005, however, a portion of funding from
some of these program budgets was reallocated
to meet the needs of other high priority capital
projects in the City. Reduced funding, whether in
the Overlay Program or the Street Maintenance
Program, impacts the long-term effectiveness of
the programs. A proposal to restore much of the
funding to these roadway preservation programs is
being made as part of the 2007-2013 CIP update
process. If approved, the City can maintain
its current pavement standards and minimize
the number of street miles that fall below the
performance standard.
Transportation trails are pathways of any surface
type that provide pedestrian connections between
neighborhoods, schools, shopping centers, and
transit facilities. There are 96 transportation trails
in Bellevue totaling more than 14 miles in length.
Landscape contracts, administered by Street
Maintenance, keep the trails well maintained.
68
2005 State of Mobility Report Chapter 8

Part 3
Transportation Service
Alternatives

CHAPTER 9
Transit
9
A convenient and reliable transit system helps to reduce automobile dependency by providing access to,
from, and between major activity centers and local neighborhoods. The City works closely with transit
agencies to coordinate improvements to services and facilities that best accommodate transit riders.
The City does not provide or manage transit
services and yet transit is a cornerstone of our
transportation system. Transit is also an important
element of the City’s vision for meeting the
growing demand for capacity on city streets.
The City Council adopted the 2003 Bellevue
Transit Plan Update to direct the development
of transit facilities and coordinate efforts with
transit providers. The plan offers a comprehensive
review of current and future needs for transit and
recommends policy updates, service increases, and
capital facility enhancements.
In 2005, staff proceeded with implementing
elements of the plan. Policy work was advanced
to support regional coordination and planning
for new transit service and technologies serving
Bellevue.
Work with the transit providers to implement
the Bellevue Transit Plan as an attractive travel
option for local residents, employees, students,
visitors, businesses, and other users of regional
facilities.
Comprehensive Plan Policy TR-50
Service Frequency and Ridership
During 2001, the City worked with its transit
partners to generate a significant increase in service
hours, including a redeployment of 70,000 allocated
but unused service hours. Additional changes
of this magnitude are not anticipated until 2007
when King County Metro (Metro) completes the
update of its six-year plan. Chart 9-A reflects the
current and target service frequencies, for both the
peak hour and mid-day periods, between Bellevue’s
five major activity areas: Downtown, Overlake,
Crossroads, Eastgate, and Factoria.
The City evaluates changes in daily transit usage
by comparing average passenger trip volumes
within defined cycles. As Map 9-B indicates, transit
ridership for 2005 continued the upward trend
started in 2002. Between 2004 and 2005, Bellevue
average daily ridership (ons and offs) increased 23
percent, from 25,300 to 31,000. The most notable
improvement for this time-period was in the
Downtown (MMA 3) where average daily ridership
increased from 7,660 to 11,351 (48 percent growth).
Significant gains were also witnessed in Crossroads
(26 percent), Factoria (17 percent), and Eastgate (16
percent).
Build It and They Will Ride
Creating a transit service network that supports
existing and emerging travel patterns is a key
strategy for attracting and maintaining transit riders.
However, “the decision to ride” is influenced by
factors in addition to service availability, such as:
• speed and reliability of transit service;
• convenience of facilities and service access points;
and
• overall attractiveness of transit facilities.
2005 State of Mobility Report Chapter 9
71

CHAPTER 9: Transit
9-A. Transit Improvement Targets
Peak Hour Frequency
Mid-Day Frequency
Fall 2005
Fall 2005
Overlake
Overlake
Downtown
Crossroads
Downtown
Crossroads
Eastgate/BCC
Eastgate/BCC
Factoria
Factoria
Fall 2007
Fall 2007
Overlake
Overlake
Downtown
Crossroads
Downtown
Crossroads
Eastgate/BCC
Eastgate/BCC
Factoria
Factoria
1-10 minutes
11-20 minutes
21-30 minutes
1-10 minutes
11-20 minutes
21-30 minutes
Work with transit providers to create, maintain, and enhance a system of supportive facilities and systems
such as transit centers, passenger shelters, park and ride lots, dedicated bus lanes, bus layovers, bus queue
by-pass lanes, bus signal priorities, pedestrian and bicycle facilities, pricing, kiosks, on-line information, and
incentive programs.
Comprehensive Plan Policy TR-54
72
2005 State of Mobility Report Chapter 9

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
CHAPTER 9: Transit
Map 9-B. Daily Transit Ridership, 2005
LAKE WASHINGTON BLVD NE
92ND AVENUE NE
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
Year
STREET
6676
7346
7660
11351
108TH AVENUE NE
2004 25,300
City Limits
MMA Areas
104TH AVENUE NE
3
BELLEVUE WAY
7
104TH AV SE
646
512
608
527
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
106TH AV NE
Total Ridership
2002 21,900
2003 22,900
2005 31,000
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
LK WASH BLVD SE
1
110TH AV NE
BELLEVUE
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
2696
2908
2739
2535
112TH AV SE
WAY
SE
WASH
BLVD
114TH AV SE
SE
116TH AVE SE
116TH AV SE
116TH AVENUE NE
8TH
118TH AV SE
116TH AVENUE NE
116TH AV NE
656
670
708
744
SE
AV NE
120TH AV NE
ST
AV SE
120TH
OLD BELREDRD
COAL CREEK
119TH
123RD AV SE
123RD AV SE
60TH
124TH AV NE
NEWCASTLE WAY
NE
824
883
999
1050
NE
10
PL
PARKWAY
128
128TH AV SE
1325
1724
1983
2315
124TH AV SE
14
Note: The data shown on this map is for KC Metro
and Sound Transit only; data was not available for
Community Transit. The figures shown on the map
represent data for areas within Bellevue city limits
only. Also, in 2004, data forseveral routes (appx. 500
riders) was not available by MMA and is not shown
on this map. MMA 1 does not include ridership data
from the South Kirkland Park & Ride even though 1/2
of the lot is within Bellevue City limits (2005 rides =
1009).
ST
AV
8
FACTORIA BLVD SE
129TH
SE67
PL SE
130TH AV NE
RICHARDS
PKWY SE
CREEK
SE
SE66
COAL
132ND AVENUE NE
132ND AV NE
SOMERSET
134TH AVENUE NE
SE
SOMERSET
140TH AVENUE NE
140TH AVENUE NE
24TH STREET
4
1097
1301
1252
1548
ROAD
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
10
SE 36TH ST
DR SE
55
62
144
69
BLVD
FOREST
2
ROAD
NEWPORT
SE
HIGHLAND
DRIVE
NE
SE 8TH ST
145TH PL SE
2832
2197
3703
4294
ROAD
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
13 11
DRIVE
40TH
9
SE
148TH AV
SE
150TH AV SE
SE 46
LAKE
SE 22ND ST
152ND
SE
SE
AV
63RD
NEWCASTLE GOLF CLUB RD
ST
NE
WAY
ST
966
947
1056
1301
1816
1706
1834
2304
156TH
AVENUE NE
156TH
1574
1695
1609
1890
HILLS
SE
SE 16TH ST
AVENUE
46TH
250
384
445
11
454
LAKEMONT BLVD SE
BELLEVUE-REDMOND ROAD
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
2005 State of Mobility Report Chapter 9 73
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
BLVD SE
MT
164TH
SE 24TH ST
160TH AVE SE
12
5
AV
SE 34TH ST
NE 30TH ST
WAY
493
532
566
596
SE
SE
168TH AV SE
SE 26
W LAKE
166TH WY SE
VILLAGE
STREET
NE 8TH ST
ST
SAMMAMISH
NE
6
AV
173RD
W LAKE
NEWPORT
PARK DR SE
SE 60TH ST
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
V:\tr\arcgis\planning\Transit\transit_ridership_mma0205_a.mxd
SE 62ND P

CHAPTER 9: Transit
• Bus Zone Site Visits & Evaluation Report –
Prepared a report that assessed Bellevue bus
zones warranting shelters (Current Metro policy
states a need for 25+ daily boardings) and zones
that would warrant shelters if Metro policies were
adjusted to allow for a shelter at zones with 15-24
daily boardings.
Downtown Bellevue transit ridership nearly doubled in 2005
During 2005, the City focused on implementing
the Capital Element of the Bellevue Transit Plan.
The City needs more local transit-supportive
infrastructure, ranging from bus stop amenities
(benches and shelters) to full transit centers
in locations serving as transit hubs. Needed
roadway improvements to support transit include
signalization, overlay, and the redesign of selected
streets to minimize the impact of congestion on
bus service reliability. Recent infrastructure projects
include:
• Bus Zone Permit Status Evaluation – A review
of Metro bus zone improvement projects in the
City from 2000 to 2005 revealed a need to track
bus zone permits to ensure they are implemented
in a timely manner. Bellevue staff initiated a joint
effort with Metro Transit Route Facilities staff to
permit and implement bus zone treatments more
efficiently.
• Bus Shelter Warrant Analysis – Bellevue staff
prepared a report on the bus shelter warrant
policies of Puget Sound area bus operators to
compare against Metro’s daily boarding and
shelter relocation policies. The analysis prompted
an advocacy effort at the Regional Transit
Committee for consideration of a lower ridership
threshold for bus shelter warrants.
• South Bellevue Park & Ride Transit Signal
Priority Evaluation – Collaborated with
Sound Transit and Metro to design and install
a transit detection loop at the exit from the
South Bellevue Park & Ride. The project is now
assisting the speed/reliability of buses using
the southbound left turn lane on Bellevue Way
into the Park &Ride. A project evaluation of the
before-after operations at this location found
that delays in the southbound movements were
reduced, which may save more than $29,000 in
annual operating costs during the AM and PM
peak periods alone.
Expectations For The Future
Bellevue residents and leaders are strong supporters
of transit as a means to provide basic mobility and
limit future congestion on city streets. Therefore,
in addition to plans for major regional system
upgrades, a variety of activities to support transit at
the local level are recommended or underway:
• Sound Transit 2006 Service Implementation Plan
(SIP) - Working with Factoria area businesses
- including Verizon Wireless, BCC, Bentall
Capital, T-Mobile, Kimco Realty, and Sandusky
Radio – the City coordinated an initiative to
enhance transit service to the area as part of
the Sound Transit 2006 Service Implementation
Plan. Route 555 currently provides service
during weekday rush hours from Northgate
to Issaquah via Montlake, downtown Bellevue
and Eastgate. With the proposed route revision
serving Factoria (beginning in September 2006),
trips will arrive in the Factoria area (Eastgate
74
2005 State of Mobility Report Chapter 9

CHAPTER 9: Transit
Park-and-Ride, Bellevue Community College
and Factoria via Southeast 36th Street) every 30
minutes from about 6:30 am to 9:00 am in the
morning, and leave Factoria from about 3:45 to
6:15 pm in the afternoon. In addition, Sound
Transit has committed to work with the City
and Metro to evaluate overall transit needs in the
Factoria-Eastgate area as part of the 2007 Service
Implementation Plan.
• I-405 Mitigation Transit Service – Bellevue staff
coordinated discussions with Sound Transit and
the Office of Transit Mobility (within WSDOT)
to identify opportunities for near-term service
enhancements that incrementally implement
the I-405 Bus Rapid Transit recommendations.
The TDM/construction mitigation funds for
WSDOT’s Kirkland Nickel Project may result in
service enhancements on Route 532 that could
begin in February 2007.
• Bellevue Easy Rider Program (Providing Aging
Bellevue Residents with Mobility Options)
- According to the 2000 Census, the percentage
of Bellevue residents who are at least 65 years
old increased from 10.4 percent in 1990 to
13.4 percent in 2000. Compared to the state,
county, other Eastside cities, and nation as a
whole, Bellevue had the highest increase in the
percentage of people over age 65. The City
is coordinating the development of a special
transportation needs plan to address the travel
needs of the elderly in collaboration with Metro/
ST, United Way, and Hopelink.
• Central Eastside Transit Study – This project
aims to increase transit ridership in the Central
Eastside service area for both King County
Metro and Sound Transit through cost-effective
changes that improve: directness of travel to
popular destinations; service frequency and span;
and connectivity between local and regional
service. The general project boundaries are the
central east areas of Redmond, Bellevue, and
Kirkland. The King County Executive’s proposal
is subject to County Council review and
approval prior to being submitted to the voters,
which is anticipated as early as November, 2006.
2005 State of Mobility Report Chapter 9 75

CHAPTER 10
Pedestrian System
10
An effective pedestrian system provides facilities for people of all abilities to walk from their neighborhoods
to connect with transit services, employment centers, shopping districts, schools, and recreation resources.
Gaps in the system and substandard facilities limit access and connections to vital services. Therefore,
completion of the pedestrian system is one of the City’s top priorities.
The City Council adopted the Pedestrian and
Bicycle Transportation Plan (Ped/Bike Plan) in
1993 and updated the plan in 1999. The Ped/Bike
Plan includes policies to direct how the City
accommodates non-motorized travel and specific
infrastructure projects that:
• improve safety
• provide access to activity centers
• provide links to transit and school bus systems
• build out the designated pedestrian system
network
Implement the Pedestrian and Bicycle
Transportation Plan by designing and
constructing a safe and connective nonmotorized
transportation system.
Comprehensive Plan Policy TR-78
Every year the City implements parts of the
pedestrian system as envisioned in the Ped/Bike
Plan. Projects do not always construct the full
design specifications detailed in the Ped/Bike
Plan due to limited budgets or neighborhood
opposition. However, progress toward completion
of the pedestrian system is often a direct result of
citizen involvement, innovative designs, and creative
funding solutions including leveraging support
from a variety of sources, such as:
• Pedestrian Access Improvements Program of the
Capital Investment Program (CIP) completes
segments of sidewalk that fill gaps in the system
along arterial streets, provide key linkages to
community resources, or enhance pedestrian
mobility and safety.
• Partnership funding from other CIP programs,
such as the Neighborhood Enhancement
Program (NEP). These programs usually build
smaller scale pedestrian improvements along
residential streets. NEP is described in Chapter 6.
• Projects built in conjunction with CIP-funded
roadway improvements. For example, when a
street or intersection is upgraded to enhance
vehicular circulation, sidewalk facilities are also
constructed/improved to the specifications
described in the Ped/Bike Plan or warranted by
the City’s development standards.
• Projects built by public or private developers
responsible for constructing street frontage
improvements or other pedestrian and bicycle
facilities included in the site development plan.
Provide adequate and predictable funding to
construct and maintain pedestrian…capital
projects as identified in the Ped/Bike Plan.
Comprehensive Plan Policy TR-81
During 2005, a number of projects recommended
in the Ped/Bike Plan were constructed. Table 10-A
gives a complete list of the projects and their
sources of funding.
Pedestrian System Completion
The projects in Table 10-A completed or improved
a segment of the planned pedestrian system. Map
10-B provides the overall status of the pedestrian
system in Bellevue. The Ped/Bike Plan calls for the
completed system to be 1,370,561 linear feet —
2005 State of Mobility Report Chapter 10
77

CHAPTER 10: Pedestrian System
10-A. Completed Pedestrian System Projects, 2005
Project Name Project Description Funding Ped/Bike Plan
Sources Project #
SE 28th Street Trail 675 feet of sidewalk on the north side W/B-56 P-743
SE 25th Street Sidewalk 14800 feet new sidewalk on south side W/B-56 N/A
NEP
SE 60th Street Sidewalk at 320 feet new sidewalk on the south side of SE 60th St between 118th Ave SE and 120th Ave SE NEP S-952
Newport Hills Community
Park
SE 60th Street sidewalk 450 feet of new sidewalk on the south side of SE 60th Street between 114th Avenue SE and NEP S-953
116th Avenue SE
SE 60th Street sidewalk e/o 119th 700 feet new and upgraded sidewalk on the south side of SE 60th Street W/B-56 S-952
Kamber Road 655 feet new sidewalk between Richards Road and 137th Avenue SE CIP S-883
roadway improvement
West Lake Hills sidewalk 410 feet new sidewalk on the east side of 143rd Avenue SE between Lake Hills Boulevard and SE 16th Street NIS S-976
156th Avenue SE sidewalk 2,280 feet of widened and repaired sidewalks on the west side of 156th Avenue SE between Lake Hills NIS S-861
improvements
Boulevard and Main Street
West Lake Hills sidewalk 800 feet new sidewalk on the east side of 156th Ave SE between SE 11th Street and SE 16th Street NIS S-861
116th Avenue NE sidewalk 453 feet new sidewwalk on the west side W/B-56 S-896
Forest Drive pathway 5889 feet of new asphalt pathway on the south side CIP S-834
Cougar Mountain Way 5894 feet of new sidewalk (2947 feet each side) CIP S-848
approximately 260 miles of sidewalks, walkways, and
transportation trails. Projects added 20,006 linear
feet of new pedestrian facilities in 2005 to bring the
completed system to 58 percent (797,682 linear feet)
of the plan.
The Comprehensive Plan established system
completion targets for each of the Mobility
Management Areas in the City (except for
Overlake, Factoria, and Newport Hills). Table 10-C
summarizes how the projects in Table 10-A were
added to the system in each MMA. The table also
compares progress toward the associated MMA
targets as of December 2005 versus the completion
status as of December 2002. It demonstrates
that while small projects may be important to a
neighborhood, their implementation may not make
a significant difference in the completion rate for
the MMA because of the grand scale of the overall
plan vision.
Sidewalk projects connect residents to transit, schools, and
neighborhood services
78
2005 State of Mobility Report Chapter 10

CHAPTER 10: Pedestrian System
Map 10-B. Pedestrian System Route Network
Lake
Sammamish
Lake
Washington
Completion Status
Fully Completed 2005
Fully Completed 2004 or Earlier
Not Complete
V:\tr\arcgis\planning\SOM\som2006\ped_system_a.mxd
2005 State of Mobility Report Chapter 10 79

CHAPTER 10: Pedestrian System
10-C. Pedestrian System Completion by Mobility Management Area
MMA Project Feet MMA Plan MMA 2002 2002 % MMA 2004 2004 % MMA 2005 2005 % Comp. Plan
Target 2005
1. North Bellevue 78,208 38,400 49% 38,400 50% 38,400 50% 70%
2. Bridle Trails 58,430 33,300 57% 33,300 57% 33,300 57% 60%
3. Downtown 115,331 102,390 89% 102,390 89% 102,390 89% 90%
4. Bel-Red Northup 116th Ave NE Sidewalk 453 129,772 83,140 64% 84,046 65% 84,499 65% 80%
5. Crossroads 26,294 27,900 100% 27,900 100% 27,900 100% 80%
6. NE Bellevue 73,356 37,300 51% 37,300 51% 37,300 51% 60%
7. South Bellevue SE 25th St Sidewalk 1480 137,616 85,910 62% 87,390 64% 88,870 65% 70%
8. Richards Valley Kamber Road Sidewalk 655 102,880 47,675 46% 48,330 47% 48,985 48% 70%
9. East Bellevue SE 28th trail 2725 202,037 114,125 56% 117,890 58% 121,655 60% 70%
West Lake Hills Sidewalk 410
156th Ave SE Sidewalk
improvements 2280
West Lake Hills Sidewalk 800
10. Eastgate SE 28th trail 400 53,149 35,110 66% 35,510 67% 35,910 68% 80%
11. Newcastle Forest Drive pathway 5889 190,713 78,950 41% 78,950 41% 90,733 48% 60%
Cougar Mountain Way
Sidewalk 5894
12. Overlake 99,484 32,300 32% 32,300 32% 32,300 32% N/A
13. Factoria 43,103 37,650 87% 37,650 87% 37,650 87% N/A
14. Newport Hills SE 60th St Sidewalk at 60,188 16,000 27% 16,320 27% 17,790 30% N/A
N Hills Comm Park 320
SE 60th St Sidewalk 450
SE 60th St Sidewalk
e/o 119th 700
TOTAL 18,856 1,370,561 770,150 56% 777,676 57% 797,682 58%
Expectations For The Future
The next few years will bring many changes to the
pedestrian system and to how we think about the
pedestrian system. Planned projects and efforts
include improved wayfinding, curb ramp inventory
and prioritization, an update to the Ped/Bike Plan,
and aggressive project implementation. These efforts
will support the development and implementation
of the Department’s ADA transition plan.
Wayfinding
A pedestrian system linking people to community
resources will be more fully utilized when people
learn about available connections and become
comfortable using the system. Wayfinding
— well placed signs and directions — can facilitate
awareness of pedestrian options. Wayfinding
projects will be implemented along the following
routes:
• Key Downtown Bellevue sidewalk routes;
• I-90 Trail along the Mountains to Sound
Greenway;
• SR-520 Bike Path through Bellevue; and
• In community shopping areas, such as Factoria
and Crossroads.
80
2005 State of Mobility Report Chapter 10

CHAPTER 10: Pedestrian System
Pedestrian and Bicycle Transportation Plan
Update
The Ped/Bike Plan is scheduled to be updated in
2007/2008. The process will confirm the City’s
vision for the completed pedestrian system, add
new projects to the list and re-establish priorities.
The plan update will also evaluate two new ways to
measure progress on the pedestrian system.
• Pedestrian Level of Service, similar in concept
to the Level of Service discussed in Chapter 3,
can help the City prioritize projects or routes
where the investment of available resources could
maximize return in terms of system usage or
completion.
Example of curb ramp that needs improvement
• Revise pedestrian system completion targets
to be recommended for adoption in the
Comprehensive Plan. Revised targets will
consider the completion of system-wide linkages
a high priority.
Curb Ramps
Key elements of an accessible sidewalk system are
the curb ramps at intersections. The absence of
ramps, or substandard ramps that are too narrow
or slope too steeply can limit people’s mobility. In
2005 Bellevue began an inventory of the condition
of each curb ramp in the city, and developed a
prioritization system that will help focus resources
to where they are needed most.
ADA Transition Planning
In 2006 City staff will work to formalize the
Transportation Department’s Americans with
Disabilities Act (ADA) Transition Plan. The purpose
of a transition plan is to document transportation
facilities in the public right of way or on public
property that do not meet the standards detailed
in the Act. The Curb Ramp Inventory effort
is an important first step in the process. City
Example of ADA compliant curb ramps
staff will continue the effort, targeting specific
Mobility Management Areas each year, until a
comprehensive list for the City has been compiled.
The Transition Plan will also detail the City’s
schedule for correcting the identified defects. The
recommendations of this plan will be closely tied
to the 2007-2008 update to the Ped/Bike Plan and
future Capital Investment Programs.
Project Implementation
At the end of 2005, fifteen distinct sidewalk/
walkway projects were in design. Identifying funding
for the implementation of these projects, and
others on the priority list, will be a major focus.
2005 State of Mobility Report Chapter 10 81

CHAPTER 11
Bicycle System
11
The provision of safe and logical connections along north-south and east-west transportation corridors
is a goal for Bellevue’s bicycle system. These bicycle routes provide opportunities for recreation and
transportation, affording more people the opportunity to utilize the bicycle system for exercise and as part
of their daily commutes.
The bicycle system and the pedestrian system (see
Chapter 10) are often linked together under the
broader heading of “non-motorized” facilities in
the Comprehensive Plan, the Pedestrian and Bicycle
Transportation Plan Update (Ped/Bike Plan), and
other long-range planning studies. However, the two
systems have unique characteristics.
Pedestrian and bicycle projects serve different
purposes: pedestrian projects make local
connections while bicycle projects focus more
on city-wide and regional connections. As a
consequence, the scale of the projects is different.
One block of sidewalk can make a connection
for pedestrians, but one block of bike lanes may
have little impact on system connectivity. As a
result, bicycle projects tend to be stand-alone
projects funded in the Capital Investment Program
(CIP) or funded as part of a larger CIP roadway
improvement.
Incorporate pedestrian and bicycle improvements
into roadway projects…
Comprehensive Plan Policy TR-24
11-A. Completed Bicycle System Projects,
2005
Project Name Project Description Ped/Bike
Plan
Project #
Kamber Road Curb, gutter and sidewalk B-219
Roadway on the northwest side of
Improvements Kamber Road where missing,
as well as bicycle facility
consisting of a widened
shoulder.
Downtown Bike Installed 30 bicycle racks N/A
Racks
on downtown sidewalks at
high-demand locations.
Roadway 5,075 feet of new bike lanes B-229
Improvements on each side of Cougar Mountain
Cougar Mountain Way between Lakemont
Way
Boulevard and SE 60th St.
Roadway 5,900 feet of new bike lanes B-247
Improvements on on each side of Forest Drive
Forest Drive from Coal Creek Parkway
to SE 63rd St.
Each year the City implements parts of the
bicycle system as envisioned in the Ped/Bike Plan
by funding specific projects that extend existing
bicycle routes, construct a segment of a new
bicycle route, or make connections between routes.
Table 11-A provides a list of the bicycle projects
completed during 2005.
New bike lanes on Cougar Mountain Way
2005 State of Mobility Report Chapter 11
83

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CHAPTER 11: Bicycle System
Map 11-B. Bicycle System Route Network
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
NE
40TH
ST
92ND AVENUE NE
NE 24TH
LAKE WASHINGTON BLVD NE
STREET
100TH AVENUE NE
NE 14 ST
NE 8TH ST
Lake
Washington
Legend
104TH AV SE
104TH AVENUE NE
BELLEVUE WAY
Completed in 2005
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
106TH AV NE
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
110TH AV NE
BELLEVUE
Completed in 2004 or Earlier
Primary Bicycle Route
Secondary Bicycle Route
Tertiary Bicycle Route
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
WAY
SE
114TH AV SE
SE
AVENUE NE
116TH
8TH
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
120TH
ST
SE
AV
124TH AV NE
BELREDRD
OLD
123RD AV SE
124TH AV SE
NE
COAL CREEK
NE
10
PL
PARKWAY
128TH AV SE
FACTORIA BLVD SE
130TH AV NE
Hills Lake Connector
RICHARDS
SE
132ND AV NE
SOMERSET
134TH AVENUE NE
STREET
24TH
ROAD
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
ROAD
36TH ST
DR SE
NEWPORT
BLVD
SE
SE 8TH ST
145TH PL SE
ROAD
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
SE
148TH AV
150TH AV SE
SE 46
LAKE
SE 22ND ST
152ND
SE
SE
AV
NE
WAY
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
NORTHUP WAY
161ST
WAY
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
164TH
SE 24TH ST
AV
SE 34TH ST
NE 30TH ST
168TH AV SE
SE
SE 26
W LAKE
STREET
NE 8TH ST
SAMMAMISH
NE
AV
173RD
NEWPORT
WAY
112TH AV SE
WASH
BLVD
SE
60TH
116TH AV SE
123RD AV SE
128
ST
AV
129TH
PL SE
SE67
PKWY SE
CREEK
SE66
COAL
FOREST
HIGHLAND
DRIVE
SE
63RD
ST
LAKEMONT BLVD SE
160TH AVE SE
COUGAR
LAKEMONT
SE
BLVD
MT
WAY
SE
VILLAGE
ST
W LAKE
SAMMAMISH
PKWY NE
Lake
Sammamish
119TH
NEWCASTLE WAY
NEWCASTLE GOLF CLUB RD
PARK DR SE
SE 60TH ST
SE 62ND P
166TH WY SE
84
116TH AVE SE
V:\tr\arcgis\planning\SOM\som2006\bike_system_a.mxd
2005 State of Mobility Report Chapter 11
LK WASH BLVD SE

CHAPTER 11: Bicycle System
Bicycle System Completion
Downtown bike rack by Transit Center
Map 11-B illustrates the overall status of the
Bellevue bicycle system by route type, including
the 2005 projects from Table 11-A that completed
or improved a segment of a planned bicycle route.
11-C. Bicycle Route Classification
Route Type
Primary Routes
Secondary routes
Tertiary routes
Description
Provide connections
between major activity
centers and provide
corridors for moving eastwest
and north-south across
the city. Key considerations:
directness and moderate
grades.
Useful for bicycle movement
and provide alternative
routes between destinations.
Generally more local in
nature; they provide access
to neighborhoods or offer
through routes that are
more circuitous or involve
more grades than primary
and secondary routes.
The Comprehensive Plan encourages designation
of “minimal energy paths,” defined as the route
between two given points requiring the least
amount of energy for a bicyclist to traverse (See
Comprehensive Plan policy TR-79). Route type
classifications used by the City are based on this
concept and consider factors such as directness of
the connection and changes in topography along
the bicycle route. Table 11-C describes the three
bicycle route types: primary, secondary, and tertiary.
The Ped/Bike Plan calls for the completed bicycle
system to be 819,394 linear feet — approximately 155
miles of bicycle facilities throughout Bellevue. In
2005, projects added 79,493 feet (about 12 miles) of
bicycle facilities, bringing the completed system to 37
percent (303,056 feet or 57.4 miles) of the total plan.
The Comprehensive Plan establishes system
completion targets for each of the Mobility
Management Areas in the City (except for
Overlake, Factoria, and Newport Hills). Table 11-D
summarizes how the projects in Table 11-A added
to the system in each MMA and compares progress
toward the associated targets as of December 2005
versus the completion status as of December 2002.
Expectations For The Future
Substantial work is needed to enhance the bicycle
system and to best define its measurement because
the bicycle system is the least complete part of the
planned transportation system as shown by Table
11-D. During 2006-2007, the following efforts will
be completed:
• Wayfinding projects, especially those in
Downtown and along SR 520 and I-90
• A Ped/Bike Plan update to include a review of
the bicycle system, evaluation of Bicycle Level of
Service, and new targets for system completion
to be proposed during the next Comprehensive
Plan Update.
2005 State of Mobility Report Chapter 11 85

CHAPTER 11: Bicycle System
11-D. Bicycle System Completion by Mobility Management Area
MMA Project Segment Project MMA Plan MMA 2002 2002% MMA 2004 2004% MMA 2005 2005% Comp. Plan
Feet Miles Feet* Miles Feet Feet Miles Feet Miles Miles Feet Miles Target 2005
1. North Bellevue 40,154 4,300 0.814 11% 4,300 0.814 11% 4,300 0.814 11% 50%
2. Bridle Trails 32,484 16,100 3.049 50% 16,100 3.049 50% 16,100 3.049 50% 50%
3. Downtown 30,380 271 0.051 1% 271 0.051 1% 271 0.051 1% 50%
4. Bel-Red/Northup 60,612 623 0.118 1% 623 0.118 1% 623 0.118 1% 50%
5. Crossroads 8,464 0 0 0% 0 0 0% 0 0 0% 0%
6. NE Bellevue 68,332 9,000 1.704 13% 9,000 1.704 13% 9.000 1.704 13% 50%
7. South Bellevue 118,562 30,300 5.739 26% 30,300 5.739 26% 30,300 5.739 26% 50%
8. Richards Valley Kamber Road 2142 0.405 4284 0.810 33,312 7,875 1.491 24% 12,159 4.105 37% 16,443 3,114 49% 50%
9. East Bellevue 118,256 61,300 11.610 33% 61,300 11.610 33% 61,300 11,610 33% 50%
10. Eastgate 59,084 19,300 3.655 33% 19,300 3.992 33% 19,300 3.992 33% 50%
11. Newcastle Cougar Mtn Way 5075 0.960 10150 1.920 148,820 41,100 7.784 28% 41,100 7.784 28% 63,050 11.941 42% 50%
Forest Drive 5900 1.117 11800 1.234
12. Overlake 18,022 3,750 0.710 21% 3,750 0.710 21% 3,750 0.710 21% N/A
13. Factoria 24,182 17,560 3.326 73% 17,560 3.326 73% 17,560 3,326 73% N/A
14. Newport 58,730 7,800 1.477 13% 7,800 2.462 13% 7,800 2.462 13% N/A
TOTAL 13,117 2.482 26,234 3.964 819,394 219,279 41.528 223,563 45.484 303,056 57.397 37%
* Feet of bike lane is measured on each side
• An update of the Bellevue Bike Map
incorporating changes to the completed and
proposed bicycle system and information about
Bicycle Level of Service along different bike
routes.
86
2005 State of Mobility Report Chapter 11

CHAPTER 12
Travel Options
12
Bellevue’s transportation system offers a wide array of travel options to provide the people who live and
work in the City with viable alternatives to the single-occupant vehicle. Strategies to balance the options
for how people travel into, out of, and through the City are considered under the heading “transportation
demand management” or TDM.
Most people use their personal vehicles as the
dominant mode of transportation for their work,
errand, and recreational trips. However, increased
congestion, higher fuel and parking costs, and
environmental considerations are all factors that
influence a person’s travel choice. In Bellevue,
people who do not want to drive alone have many
options, including:
• Ridesharing
• Walking
• Bicycling
• Riding the Bus
• Working from Home
Bellevue’s TDM program provides information,
incentives, and opportunities to sample and then to
keep using alternative travel modes.
Travel Demand Management Programs
The City’s TDM program largely focuses on
reducing the number of commute trips people
make in a single occupant vehicle (SOV) because
those trips occur on a regular basis and typically
at peak hours, when the transportation system is
under the greatest pressure. The nature of commute
trips also makes them the trip type that people are
most amenable to shifting from the drive-alone
mode to some alternative mode. The programmatic
elements of the City’s TDM effort are designed
to achieve a variety of commute trip reduction
goals, including those mandated by state and local
regulations. Programs active during 2005 are listed
in alphabetical order.
Vanpooling is one of many commute travel options
Commute Trip Reduction Law: (On-going)
Bellevue City Code (Section 14.40), in accordance
with State law (RCW 70.94.521-551), requires
employers with 100 or more employees traveling to
a worksite during peak hours (6-9am) to implement
a Commute Trip Reduction (CTR) plan. Through
implementation of the plan, employers achieve
specified targets for reducing the number of drivealone
commute trips by their employees. The
City contracts with King County Metro to do
implementation outreach to affected employers. As
of July 1, 2005, there were 53 Bellevue worksites
affected by CTR requirements.
In 2005, the State CTR Task Force initiated a
review of the State CTR Law and evaluated whether
to continue, modify, or allow the law to lapse in
June 2006. The City participated in an extensive
review process, which considered a range of topics
from administrative issues to State TDM policy.
2005 State of Mobility Report Chapter 12
87

CHAPTER 12: Travel Options
The CTR Task Force recommended that the CTR
law be modified to improve the efficiency of the
program and to target state investments near the
most congested highway corridors. In December
2005, the Washington State Department of
Transportation, submitted a revised CTR bill for
consideration by the Legislature in 2006.
Crossroads In Motion (Fall
2005): King County Metro
and the City partnered to
implement a community-based
social marketing campaign in
the Crossroads neighborhood
designed to motivate residents to switch drive-alone
trips to the bus, walking, biking, and other options.
The program put a special emphasis on reaching
populations speaking a language at home other
than English. The program combined improved
bus stop signage, a direct mailer to residents
offering free ride tickets for those who pledged to
reduce drive-alone trips, and a partnership with
a community organization, Hopelink, to provide
Residential Transportation Coordinators to assist
residents, who speak other languages, in finding
travel alternatives. Community response was
favorable, with 290 residents pledging to reduce
drive-alone trips. Participants reported a 23%
reduction in drive-alone trips.
Development Regulations and Transportation
Management Plans: (On-going) Bellevue City
Code (sections 14.60.070 and 14.60.080) requires
real estate developments that meet defined
size thresholds to develop and implement a
Transportation Management Plan (TMP) as a
condition of development. The TMP code requires
that certain physical design features be provided in
the building (e.g., Commuter Information Centers,
preferential parking for vanpools and carpools)
and that programmatic elements be provided
to facilitate non-SOV travel, such as a financial
incentives for HOV commutes. Seventeen buildings
in Bellevue are conditioned with Transportation
Management Plans.
88
2005 State of Mobility Report Chapter 12
In Fall 2005, eight downtown TMP-affected
buildings undertook surveys to measure mode share
at the sites. Seven of the participating buildings
are required in their TMP agreements to measure
progress toward reducing drive-alone trips. One
additional building elected to participate as a
prelude to a planned building-wide trip reduction
program.
FlexPass Distribution Incentive Program:
(September 2004 - June 2005) This limited term
program with King County Metro bought down
the first-year FlexPass costs of Bellevue employers
by providing a rebate for each FlexPass an employer
actually distributed to an employee. Seven
employers participated in the program; collectively
they purchased 460 passes and distributed 367 (80
percent). The program reduced 29 annualized
commute trips.
One Less Car Bellevue: (Ongoing)
The City sponsors a website
to provide a centralized resource
for alternative travel options. The
website includes information for
commuters, employers, residents, and students, as
well as information on periodic promotions and
pilot programs.
To access the One Less Car Bellevue website,
visit:
www.OneLessCarBellevue.org
Transportation Management Association
(TMA) Opportunities Study (February – April
2005): The City and the Bellevue Downtown
Association undertook a TMA Opportunities
Study to develop a Strategic Implementation
Plan to strengthen and sustain TransManage, the
transportation arm (or TMA) of the Bellevue
Downtown Association. Key outcomes of the plan
include the creation of a TransManage Director
position (to lead the TMA) and the creation of a
three-year work plan to strengthen service delivery

CHAPTER 12: Travel Options
and expand program offerings to increase HOV
mode share in downtown Bellevue.
Elementary school students wait to be “picked up” by a
Walking School Bus
Trips to School (July
2005 – June 2007):
The Transportation
Department initiated
a school-based TDM
program to reduce
the number of solo
drop-off trips at elementary schools. To encourage
students and parents to choose alternatives to
driving alone to school, staff developed a “tool kit”
of elements including an information campaign,
walking school buses, carpool coordination, a
PedBee Passport Program to track HOV trips,
special assemblies, and grant opportunities. Five
elementary schools participated in the 2005-2006
school year.
Measuring Success
The Comprehensive Plan established non-SOV
commute mode share targets as the primary
performance benchmark for the City’s TDM
programs. Mode share is the proportion of people
using various travel options for their commute
choice. Map 12-A shows the results of the morning
commute mode share as measured by the 2005
Mode Share Survey and compares these results
to the previous 2000 and 2002 Surveys and the
adopted mode share targets for 2005. The 2005
Survey results show the Bel-Red/Northup and
Factoria areas at 26 percent and 21 percent non-
SOV commutes respectively, each at 1 percent over
their target levels. The other three areas, Downtown
at 29 percent, Crossroads at 17 percent and Eastgate
at 23 percent, fell significantly short of their target
levels, with shortfalls of 11, 8 and 12 percent
respectively. The 2005 Survey also shows that in the
Downtown area, the rate of transit use is up slightly
and the rate of ridesharing (carpool/vanpool) is
down compared to the previous, 2002 Survey. The
2005 survey is the first to show the proportion of
commuters in the Downtown area using transit,
14 percent, exceeding the proportion using other
rideshare modes, 11 percent.
Expectations For The Future
During the next few years, the City’s TDM program
will continue to gather information on how people
commute to work and what would motivate those
who drive alone to consider trying a different travel
option. Two efforts, in particular, will advance this
work:
• Beginning in 2006, the City will undertake,
in partnership with the Bellevue Downtown
Association and King County Metro, a series
of TDM efforts to increase non-drive-alone
commute trips in downtown Bellevue. Activities
will include a Downtown Bellevue TDM Market
Analysis, a series of trip reduction programs in
office buildings downtown, and a downtown In
Motion residential TDM effort.
• In 2006, the City will update the City’s CTR
plan and ordinance as appropriate following
legislative action concerning the future form of
CTR in the state.
2005 State of Mobility Report Chapter 12 89

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CHAPTER 12: Travel Options
12-A. Mode Share Map
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
NE
40TH
ST
92ND AVENUE NE
NE 24TH
LAKE WASHINGTON BLVD NE
100TH AVENUE NE
NE 14 ST
NE 8TH ST
Lake
Washington
STREET
104TH AVENUE NE
(BELLEVUE WAY)
2000
2002
2005
Target
104TH AV SE
BELLEVUE WAY
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
NE 4TH ST
MAIN STREET
BELLEVUE
NE NORTHUP WAY
112TH AVENUE NE
116TH AVENUE NE
116TH AV NE
Bel-Red/Northup
2000 20%
2002 20%
2005 26%
Downtown
Target 25%
106TH AV NE
NE 2ND ST
108TH AVE SE
110TH AV NE
112TH AV SE
112TH AVE SE
WAY
SE
WASH
BLVD
114TH AV SE
SE
116TH AV SE
8TH
SE
118TH AV SE
AV NE
ST
120TH
32%
32%
29%
40%
120TH AV NE
AV SE
OLD BELREDRD
COAL CREEK
119TH
123RD AV SE
123RD AV SE
60TH
124TH AV NE
NEWCASTLE WAY
NE
NE
10
PL
PARKWAY
128
ST
AV
129TH
SE67
PKWY SE
PL SE
130TH AV NE
Lake Hills Connector
128TH AV SE
RICHARDS
CREEK
SE
SE66
COAL
SOMERSET
134TH AVENUE NE
24TH STREET
ROAD
132ND AV NE
Factoria
2000
2002
2005
Target
124TH AV SE
FACTORIA BLVD SE
*
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
15%
21%
20%
DR SE
ROAD
NEWPORT
BLVD
FOREST
SE
HIGHLAND
DRIVE
SE 8TH ST
145TH PL SE
ROAD
AVENUE NE
148TH
MAIN STREET
EASTGATE
SE
150TH AV SE
SE 46
LAKE
SE 22ND ST
Eastgate
2000
2002
2005
Target
WAY
DRIVE
SE
148TH AV
152ND
SE
SE
AV
63RD
NEWCASTLE GOLF CLUB RD
NE
WAY
ST
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
BLVD SE
MT
164TH
SE 24TH ST
160TH AVE SE
AV
SE 34TH ST
NE 30TH ST
Crossroads
2000 16%
2002 19%
2005 17%
Target 25%
24%
26%
23%
35%
WAY
SE
SE
168TH AV SE
SE 26
W LAKE
VILLAGE
STREET
NE 8TH ST
ST
SAMMAMISH
NE
AV
173RD
W LAKE
NEWPORT
PARK DR SE
SE 60TH ST
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
Mode Split
Year
2000
2002
2005
2005 Target
MMA Areas
SE 62ND P
LAKEMONT BLVD SE
166TH WY SE
90
*The first measurement of the Factoria MMA
occurred in 2002 and a target level was established in 2003.
LK WASH BLVD SE
V:\tr\arcgis\planning\SOM\som2006\NonSOVCommute_ModeSplit_a2.mxd
116TH AVE SE
2005 State of Mobility Report Chapter 12
City Limits

Appendix

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APPENDIX
A-1. City of Bellevue Mobility Management Areas
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
92ND AVENUE N E
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
STREET
104TH AV SE
104TH AVENUE NE
BELLEVUE WAY
(BELLEVUE WAY)
1
108TH AVENUE NE
NE 12T H ST
NE 10TH ST
3
NE 2ND ST
106TH AV NE
NE 4TH ST
MAIN STREET
108TH AVE SE
LK W ASH BLVD SE
110TH AV NE
7
BELLEVUE
Mobility Management Areas
1 - North Bellevue
2 - Bridle Trails
3 - Downtown
Lake
4 - Bel-Red/Northup Washington
5 - Crossroads
6 - Northeast Bellevue
7 - South Bellevue
8 - Richards Valley
9 - East Bellevue
10 - Eastgate
11 - Newcastle
12 - Overlake
13 - Factoria
14 - Newport Hills
112TH AV SE
NE NORTHU P WAY
112TH AVENUE NE
112TH AVE SE
WAY
SE
WASH
BLVD
114TH AV SE
SE
116TH AV SE
TH AVE SE
116TH AVEN UE NE
8TH
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
ST
AV SE
120TH
14
SE
OLD BELRED R D
COAL C REEK
119TH
123RD AV SE
123RD AV SE
60TH
124TH AV NE
4
NE
Lake
124TH AV SE
NEWCASTLE W AY
NE
10
PL
PARKWAY
128
ST
AV
129TH
SE67
PKWY SE
PL SE
130TH AV NE
HillsConnector
128TH AV SE
13
FACTORIA BLVD SE
RIC HARDS
CREEK
SE
SE66
COAL
SOMERSET
134TH AVENUE NE
24TH STREET
132ND AV NE
8
ROAD
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
DR SE
ROAD
NEWPORT
BLVD
FOREST
2
10
SE
HIGHLAND
DRIVE
NE
SE 8TH ST
145TH PL SE
ROAD
AVEN UE NE
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
40TH
SE
148TH AV
SE
SE 46
150TH AV SE
LAKE
SE 22ND ST
152ND
SE
SE
AV
63RD
NEWCASTLE GOLF CLUB RD
ST
NE
WAY
12
ST
156TH
AVEN UE NE
156TH
HILLS
SE
SE 16TH ST
AVEN UE
46TH
9
11
5
LAKEMONT BLVD SE
BELLEVUE-REDMOND ROAD
COU GAR
NOR THUP WAY
161ST
WAY
LAKEMONT
24TH
BLVD
SE
164TH AV SE
AVEN UE NE
AV SE
BLVD
MT
164TH
SE 24TH ST
160TH AVE SE
AV
SE 34TH ST
NE 30TH ST
SE
WAY
SE
SE
6
168TH AV SE
SE 26
W LAKE
VILLAGE
166TH WY SE
STREET
NE 8TH ST
ST
SAMMAMISH
NE
AV
173RD
W LAKE
NEWPORT
PARK DR SE
SE 60TH ST
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
SE 62
2005 State of Mobility Report Appendix 93

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APPENDIX
A-2. Regional Corridors Serving the City of Bellevue
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
92ND AVENUE NE
NE 24TH
LAKE WASHINGTON BLVD NE
Lake
Washington
100TH AVENUE NE
NE 14 ST
NE 8TH ST
STREET
104TH AVENUE NE
BELLEVUE WAY
104TH AV SE
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
10 6 TH AV N E
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
110TH AV NE
BELLEVUE
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
WAY
SE
114TH AV SE
SE
116TH AVENUE NE
8TH
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
ST
AV SE
120TH
OL D BELREDRD
123RD AV SE
124TH AV NE
NE
NE
COAL CREEK
10
PL
PARKWAY
130TH AV NE
Lake Hills Connect or
124TH AV SE
128TH AV SE
FACTORIA BLVD SE
RICHARDS
SE
SOMERSET
134TH AVENUE NE
24TH STREET
ROAD
132ND AV NE
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
DR SE
ROAD
NEW PORT
BLVD
SE
NE
145TH PL SE
AVENUE NE
SE 8TH ST
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
40TH
ROAD
SE
14 8 TH AV
150TH AV SE
SE 4 6
LAKE
SE 22ND ST
15 2 ND
SE
SE
AV
ST
NE
WAY
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
NORTHUP WAY
161ST
WAY
24TH
BLVD
SE
AVENUE NE
164TH AV SE
AV SE
164TH
SE 24TH ST
AV
SE 34TH ST
NE 30TH ST
168TH AV SE
SE
SE 26
W LAKE
NE
NE 8TH ST
ST
SAMMAMISH
STREET
AV
173RD
NEW PORT
WAY
112TH AV SE
WASH
BL V D
SE
60TH
116TH AV SE
123RD AV SE
12 8
ST
AV
129TH
PL SE
PKWY SE
CREEK
SE66
SE67
COAL
FOREST
HIGHLAND
DRIVE
SE
63RD
ST
LAKEMONT BLVD SE
160TH AVE SE
COUGAR
LAKEMONT
BLVD
MT
SE
WAY
SE
VILLAGE
W LAKE
SAMMAMISH
PKWY NE
Lake
Sammamish
119TH
NEW CASTLE WAY
NEW CASTLE GOLF CLUB RD
PARK DR SE
SE 60TH ST
SE 62ND PL
LK WASH BLVD SE
116TH AVE SE
166TH WY SE
94
2005 State of Mobility Report Appendix

APPENDIX
A-3. Regional Mobility Interest Statement
Regional Mobility Interest Statement
November 22, 2004
Introduction
Bellevue’s Regional Transportation Vision, adopted
in 1999, created a policy framework by which
Bellevue has advocated comprehensive, multimodal
regional transportation solutions that appropriately
support Bellevue’s economic and land use visions.
The Vision is comprised of four modal elements:
Freeway (General Purpose and Freight Capacity);
High Occupancy Vehicle (HOV) system integration;
Regional Bus Improvements and High Capacity
Transit (HCT). Since 1999, Bellevue and the region
have realized significant progress in the areas of
Freeway improvements and Regional Bus. In order
to capture progress made to date and the significant
financial needs still outstanding, the Regional
Mobility Interest Statement that follows is intended
to reaffirm and restate the Regional Vision.
Continued Commitment to the Vision’s Four
Transportation Modes
Bellevue continues to support new funding for
Freeway, HOV, Regional Bus and High Capacity
Transit improvements that support Bellevue’s
economic and land use visions. Moreover, Bellevue
recognizes that these improvements require
strong regional, state and federal leadership and
commitment in order to reasonably meet our
transportation needs over the next 20+ years. The
City continues to support the Washington State
Growth Management Act, Vision 2020, Destination
2030 and new funding initiatives that keep pace
with regional growth and the transportation
demand that growth generates. As a growing
economic and cultural hub for the Puget Sound
Region, it is imperative that Bellevue continue to
forge strong regional relationships that in turn
help shape significant investments in our Region’s
inadequate transportation infrastructure.
Continued Commitment to Corridor-Based
Solutions
Bellevue’s priority regional corridors include I-405,
I-90 and SR 520—the combination of which forms
the regional backbone for East King County’s
transportation network. Bellevue will continue
to refine its corridor interest statements as project
definitions–including modal choices–become more
clear and are comprehensively analyzed and selected
for all three corridors over the next five to 10 years.
Bellevue is committed to continuing its active
role in all major decisions affecting these priority
regional corridors.
Regional Transportation Investment/
Implementation Guidelines
The following are three thematic policy areas that
hereby serve as policy guidance for future regional
transportation improvements. These include: (A)
Overall Regional Mobility Policy Objectives:
(B) Neighborhood and Local Support Policies;
and (C) Regional Transportation Investment
Policies.
(A) Overall Regional Mobility Policy
Objectives:
1. Improve Mobility on Regional
Transportation Corridors Serving Urban
Centers. Ensure that projects and services
addressing mobility, congestion relief,
safety, maintenance and preservation needs
on transportation corridors serving urban
centers yield the maximum return in terms
of mobility improvements for the Region.
2. Support Economic Development
through Regional Transportation
Investments. Ensure the regional
transportation system supports the City’s
economic development goals by providing
direct connection to/from the City’s major
employment centers, particularly Downtown
Bellevue.
2005 State of Mobility Report Appendix 95

APPENDIX
3. Reinforce Local and Regional Land Use
and Transportation Plans. Ensure that
implementation of regional improvements
are balanced against the objectives of the
State Growth Management Act and that
they are consistent with the Metropolitan
Transportation Plan; carefully analyze
competing interests between land use and
transportation investments to ensure the City
achieves outcome-based benefits over time
that can be measured and improved.
(B) Neighborhood and Local Support Policies:
4. Recognize Bellevue’s investment and
preservation of its neighborhoods
and minimize local impacts. Regional
transportation corridor plans should
acknowledge and be consistent with
planning that has been done to date, and
should seek to maximize providing amenities
to neighborhoods while also striving to
protect neighborhood quality of life.
5. Build Upon the City’s Transit Plan.
Bellevue will continue to be the central
regional hub for local and regional transit
service. As such, the City shall advocate
for continued adherence to the City’s 2003
Transit Plan and ensure that King County’s
Six-Year Transit Plan more accurately reflects
the need for urban levels of transit service
and supporting capital facilities in East
King County as reflected in the 2002 transit
allocation formula.
6. Provide Ample Opportunity for
Meaningful Public Involvement.
Members of the community should have
opportunities throughout the regional
system planning process and implementation
processes to help shape the ultimate
configuration of regional corridors within
Bellevue and throughout East King County.
(C) Regional Transportation Investment
Policies:
7. Advocate for New Funding that Keeps
Pace with Growth and Transportation
Demands. Support new funding initiatives
for transportation that are sustainable,
user-oriented and are targeted at Bellevue’s
key regional corridors. Ensure that
transportation investments keep pace
with citywide land use and economic
development initiatives.
8. Advocate for High Performance
Corridor and Project-level Solutions.
Actively participate in corridor planning
forums to ensure that selected technologies,
designs and project attributes are stateof-the-art,
and maximize the return on
the transportation investment. Consider
a wide range of technological advances
in transportation design, construction
and service deployment. Seek innovative
solutions to improve planning and
construction phases by employing new
strategies, like those used for Access
Downtown.
9. Leverage Regional Investment through
Reasonable Local Investment. Continue
to make sensible local investments in
Bellevue’s own transportation network that
best leverages and enhances the performance
of new regional investments.
10. Build upon Strong Public Support for
Multimodal Investments as Evidenced
by Recent Significant Policy Decisions
(i.e., 2003 State Nickel Funding (I-405,
SR 520, I-90), Sound Transit’s Sound
Move Plan; King County’s 2000 Transit
vote and 2001 Transit Development
Plan). Strive to work within the parameters
of the corridor plans completed to date, and
control costs by strategically phasing corridor
implementation to meet the ultimate solution
on each corridor while getting the most out
of those incremental investments.
96
2005 State of Mobility Report Appendix

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
APPENDIX
A-4. System Intersections
LAKE WASHINGTON BLVD NE
93
92ND AVENUE NE
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
1
STREET
3
3
104TH AVENUE NE
(BELLEVUE WAY)
108TH AVENUE NE
108TH AVENUE NE
5 NE 12TH ST
9
BELLEVUE WAY
104TH AV SE
7
NE 10TH ST
7
8
74
69
106TH AV NE
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
78
20
21
22
24
14
110TH AV NE
BELLEVUE
112TH AV SE
NE NOR THUP WAY
112TH AVENUE NE
36
112TH AVE SE
89
WAY
SE
WASH
BLVD
25
26
72
114TH AV SE
SE
116TH AV SE
114
116TH AVENUE NE
8TH
SE
116TH AVENUE NE
116TH AV NE
30
226
102
118TH AV SE
116
118
29
139
73
131
221
AV NE
120TH
32
233
120TH AV NE
219
ST
AV SE
14
4
OLD BELREDR D
COAL CREEK
119TH
117
123RD AV SE
123RD AV SE
60TH
124TH AV NE
71
NE
NE
Lake
124TH AV SE
NEWCASTLE WAY
88
10
PL
PARKWAY
128
ST
AV
129TH
PL SE
SE 67
130TH AV NE
34 37
8
220
35
Hil
ls Connector
134
128TH AV SE
105
13
FACTORIA BLVD SE
98
RICHARDS
PKWY SE
CREEK
SE
SE66
COAL
132ND AVENUE NE
132ND AV NE
SOMERSET
134TH AVENUE NE
SE
SOMERSET
140TH AVENUE NE
140TH AVENUE NE
24TH STREET
ROAD
85
204
222
202
284
203
68
82
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
ROAD
SE 36TH ST
DR SE
2
10
NEWPORT
BLVD
FOREST
SE
123
40
280
64
39
41
42
43
HIGHLAND
DRIVE
NE
SE 8TH ST
44
45
272
171
145TH PL SE
ROAD
AVENUE N E
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
189
40TH
55
SE
148TH AV
SE
52
150TH AV SE
SE 46
11
81
48
49
LAKE
SE 22ND ST
152ND
SE
SE
AV
63RD
ST
NE
WAY
ST
156TH
AVENUE N E
63
156TH
HILLS
SE
SE 16TH ST
56
249
79
188
47
50
65
51
101 86
227
250
12
174
133
58
251 255
59
AVENUE
46TH
239 138
264
60
61
62
83
92
BELLEVUE-REDMOND ROAD
5
229
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
24TH
BLVD
9
SE
164TH AV SE
AVENUE N E
AV SE
BLVD SE
MT
164TH
SE 24TH ST
160TH AVE SE
AV
87
SE 34TH ST
242
NE 30TH ST
75
76
257
WAY
6
SE
SE
168TH AV SE
SE 26
W LAKE
VILLAGE
STREET
NE
NE 8TH ST
ST
SAMMAMISH
AV
173RD
111
W LAKE
NEWPORT
PARK DR SE
SE 60TH ST
SAMMAMISH
228
WAY
PKWY NE
Lake
Sammamish
SE 62
LAKEMONT BLVD SE
NEWCASTLE GOLF C LUB RD
LK WASH BLVD SE
TH AVE SE
166TH WY SE
2005 State of Mobility Report Appendix 97

APPENDIX
A-5. Level of Service (PM peak, 2-hour Average)
Area 1: North Bellevue
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
69 Bellevue Way NE - NE 24th Street 0.664 B 0.606 B 0.715 C 0.744 C 0.626 B 0.720 C
74 Bellevue Way NE - Northup Way NE 0.683 B 0.643 B 0.791 C 0.703 C 0.648 B 0.798 C
78 108th Ave NE - Northup Way NE 0.716 C 0.708 C 0.755 C 0.739 C 0.702 C 0.754 C
93 Lk Washington Blvd - NE 1st/NE 10th 0.442 A 0.303 A 0.276 A 0.466 A 0.304 A 0.277 A
Area wide average -> 0.626 B 0.565 A 0.634 B 0.663 B 0.570 A 0.637 B
Area 2: Bridle Trails
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
118 Northup Way - NE 24th Street 0.467 A 0.542 A 0.504 A 0.481 A 0.532A 0.492 A
123 140th Ave NE - NE 40th Street -------- -------- -------- -------- -------- --------
Area wide average -> 0.467 A 0.542 A 0.504 A 0.481 A 0.532 A 0.492 A
Area 3: Downtown
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
3 100th Ave NE - NE 8th Street 0.503 A 0.547 A 0.443 A 0.538 A 0.550 A 0.453 A
5 Bellevue Way NE - NE 12th Street 0.669 B 0.731 C 0.698 B 0.795 C 0.742 C 0.694 B
7 Bellevue Way NE - NE 8th Street 0.644 B 0.731 C 0.708 C 0.873 D- 0.727 C 0.764 C
8 Bellevue Way NE - NE 4th Street 0.666 B 0.591 A 0.717 C 0.889 D- 0.592 A 0.745 C
9 Bellevue Way - Main Street 0.818 D+ 0.761 C 0.722 C 0.888 D- 0.771 C 0.693 B
20 108th Ave NE - NE 12th Street 0.430 A 0.391 A 0.398 A 0.484 A 0.410 A 0.455 A
21 108th Ave NE - NE 8th Street 0.678 B 0.603 B 0.661 B 0.929 E+ 0.588 A 0.713 C
22 108th Ave NE - NE 4th Street 0.568 A 0.522 A 0.447 A 0.736 C 0.535 A 0.451 A
24 108th Ave - Main Street 0.392 A 0.490 A 0.450 A 0.514 A 0.528 A 0.463 A
25 112th Ave NE - NE 12th Street 0.716 C 0.643 B 0.762 C 0.731 C 0.681 B 0.711 C
26 112th Ave NE - NE 8th Street 1.193 F 1.363 F 1.068 F 1.384 F 1.223 F 1.086 F
36 112th Ave - Main Street 0.734 C 0.759 C 0.815 D+ 0.880 D- 0.790 C 0.766 C
72 112th Ave NE - NE 4th Street 0.622 B 0.532 A 0.477 A 0.764 C 0.616 B 0.508 A
Area wide average -> 0.664 B 0.667 B 0.644 B 0.800 C 0.673 B 0.654 B
98
2005 State of Mobility Report Appendix

APPENDIX
Area 4: Bel-Red/Northup
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
29 116th Ave NE - NE 12th Street 0.726 C 0.609 B 0.807 D+ 0.759 C 0.636 B 0.845 D+
30 116th Ave NE - NE 8th Street 0.735 C 0.735 C 0.607 B 0.910 E+ 0.724 C 0.757 C
32 120th Ave NE - NE 12th Street 0.487 A 0.488 A 0.529 A 0.524 A 0.484 A 0.549 A
34 124th Ave NE - Bel-Red Road 0.698 B 0.728 C 0.780 C 0.584 A 0.596 A 0.779 C
35 124th Ave NE - NE 8th Street 0.703 C 0.645 B 0.616 B 0.773 C 0.634 B 0.586 A
37 130th Ave NE - Bel-Red Road 0.550 A 0.545 A 0.446 A 0.689 B 0.605 B 0.465 A
68 130th Ave NE - NE 20th Street 0.572 A 0.538 A 0.552 A 0.618 B 0.564 A 0.569 A
73 116th Ave - Main Street 0.588 A 0.601 B 0.594 B 0.680 B 0.622 B 0.687 B
88 124th Ave NE - Northup Way NE 0.627 B 0.663 B 0.572 A 0.539 A 0.605 B 0.524 A
114 116th Ave NE - Northup Way NE 0.655 B 0.665 B 0.667 B 0.700 B 0.673 B 0.680 B
116 115th Place NE - Northup Way 0.536 A 0.574 A 0.585 A 0.567 A 0.584 A 0.608 B
117 120th Ave NE - NE 20th Street 0.320 A 0.368 A 0.484 A 0.357 A 0.405 A 0.476 A
131 116th Ave SE - SE 1st Street 0.716 C 0.681 B 0.705 C 0.813 D+ 0.666 B 0.651 B
139 116th Ave NE - NE 4th Street 0.562 A 0.539 A 0.539 A 0.561 A 0.504 A 0.462 A
233 120th Ave NE - NE 8th Street 0.737 C 0.636 B 0.674 B 0.748 C 0.643 B 0.685 B
Area wide average -> 0.614 B 0.601 B 0.617 B 0.655 B 0.596 A 0.622 B
Area 5: Crossroads
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
58 Bel-Red Road - NE 20th Street 0.586 A 0.549 A 0.516 A 0.633 B 0.573 A 0.534 A
62 156th Ave NE - Northup Way 0.815 D+ 0.712 C 0.786 C 0.837 D+ 0.725 C 0.796 C
63 156th Ave NE - NE 8th Street 0.683 B 0.594 A 0.584 A 0.700 B 0.597 A 0.596 A
Area wide average -> 0.694 B 0.619 B 0.629 B 0.723 C 0.632 B 0.642 B
Area 6: North-East Bellevue
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
75 164th Ave NE - NE 24th Street 0.615 B 0.580 A 0.604 B 0.580 A 0.583 A 0.595 A
76 164th Ave NE - Northup Way 0.619 B 0.596 A 0.582 A 0.592 A 0.547 A 0.577 A
87 164th Ave NE - NE 8th Street 0.710 C 0.695 B 0.686 B 0.706 C 0.707 C 0.684 B
111 Northup Way - NE 8th Street -------- -------- -------- -------- -------- --------
Area wide average -> 0.648 B 0.624 B 0.624 B 0.626 B 0.613 B 0.619 B
Area 7: South Bellevue
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
14 112th Ave SE - Bellevue Way SE 0.744 C 0.738 C 0.724 C 0.737 C 0.653 B 0.726 C
89 112th Ave SE - SE 8th Street 0.409 A 0.512 A 0.588 A 0.534 A 0.615 B 0.574 A
102 118th Ave SE - SE 8th Street -------- 0.550 A 0.671 B 0.704 C 0.706 C 0.631 B
219 I-405 NB Ramps - SE 8th Street 0.615 B 0.539 A 0.538 A 0.486 A 0.547 A 0.534 A
226 I-405 SB Ramps - SE 8th Street 0.395 A 0.402 A 0.429 A 0.449 A 0.453 A 0.429 A
Area wide average -> 0.541 A 0.548 A 0.590 A 0.582 A 0.595 A 0.579 A
2005 State of Mobility Report Appendix 99

APPENDIX
Area 8: Richards Valley
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
43 140th Ave SE - SE 8th Street 0.576 A 0.602 B 0.689 B 0.632 B 0.578 A 0.687 B
44 145th Place SE - Lake Hills Blvd 0.467 A 0.566 A 0.504 A 0.446 A 0.570 A 0.513 A
45 145th Place SE - SE 16th Street 0.451 A 0.665 B 0.687 B 0.482 A 0.620 B 0.637 B
71 Lk Hills Connec - SE 8th St/7th 0.605 B 0.717 C 0.779 C 0.697 B 0.704 C 0.781 C
82 Richards Rd - Kamber Rd 0.433 A 0.514 A 0.501 A 0.685 B 0.480 A 0.504 A
85 Richards Rd - SE 32nd Street 0.468 A 0.460 A 0.487 A 0.558 A 0.449 A 0.507 A
134 Richards Rd - Lk Hills Connector 0.398 A 0.326 A 0.444 A 0.536 A 0.325 A 0.368 A
280 139th Ave SE - Kamber Road 0.200 A 0.340 A 0.339 A 0.247 A 0.317 A 0.337 A
Area wide average -> 0.450 A 0.524 A 0.554 A 0.535 A 0.505 A 0.542 A
Area 9: East Bellevue
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
41 140th Ave NE - NE 8th Street 0.726 C 0.792 C 0.737 C 0.817 D+ 0.786 C 0.746 C
42 140th Ave - Main Street 0.458 A 0.480 A 0.528 A 0.591 A 0.487 A 0.528 A
49 148th Ave NE - NE 8th Street 0.824 D+ 0.821 D+ 0.883 D- 0.828 D+ 0.835 D+ 0.896 D-
50 148th Ave - Main Street 0.712 C 0.817 D+ 0.762 C 0.737 C 0.828 D+ 0.754 C
51 148th Ave SE - Lake Hills Blvd 0.780 C 0.743 C 0.739 C 0.808 D+ 0.773 C 0.745 C
52 148th Ave SE - E 16th Street 0.743 C 0.717 C 0.698 B 0.752 C 0.729 C 0.718 C
55 148th Ave SE - SE 24th Street 0.715 C 0.668 B 0.722 C 0.733 C 0.687 B 0.761 C
65 148th Ave SE - SE 8th Street 0.634 B 0.615 B 0.626 B 0.628 B 0.630 B 0.625 B
83 156th Ave - Main Street 0.630 B 0.621 B 0.648 B 0.647 B 0.619 B 0.651 B
Area wide average -> 0.691 B 0.697 B 0.705 C 0.727 C 0.708 C 0.714 C
Area 10: Eastgate
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
56 148th Ave SE - SE 27th Street 1.049 F 0.841 D+ 0.836 D+ 0.848 D+ 0.554 A 0.601 B
86 156th Ave SE - SE Eastgate Way 0.802 D+ 0.745 C 0.666 B 0.811 D+ 0.757 C 0.620 B
92 161st Ave SE - SE Eastgate Way 0.364 A 0.351 A 0.376 A 0.380 A 0.362 A 0.408 A
101 150th Ave SE - SE Eastgate Way 0.924 E+ 0.836 D+ 0.672 B 0.964 E- 0.937 E+ 0.714 C
171 142nd Ave SE - SE 36th Street 0.580 A 0.534 A 0.503 A 0.574 A 0.518 A 0.451 A
174 150th Ave SE - SE 38th Street 0.932 E+ 0.854 D- 0.844 D+ 0.640 B 0.586 A 0.625 B
227 150th Ave SE - I-90 EB Off-Ramp 1.236 F 0.958 E- 0.954 E- 0.888 D- 0.666 B 0.733 C
272 139th Ave SE - SE Eastgate Way 0.410 A 0.305 A 0.426 A 0.426 A 0.306 A 0.291 A
Area wide average -> 0.787 C 0.678 B 0.645 B 0.691 B 0.586 A 0.555 A
100
2005 State of Mobility Report Appendix

APPENDIX
Area 11: Newcastle
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
98 Coal Creek Park - Forest Drive- 0.678 B 0.887 D- 0.859 D- 0.539 A 0.712 C 0.754 C
133 150th Ave SE - SE Newport Way 0.836 D+ 0.773 C 0.794 C 0.658 B 0.563 A 0.762 C
228 Lakemont Blvd - SE Newport Way 0.721 C 0.790 C 0.733 C 0.735 C 0.781 C 0.704 C
229 Lakemont Blvd - Forest Drive -------- -------- -------- -------- -------- --------
242 164th Ave SE - Lakemont Blvd -------- -------- -------- -------- -------- --------
257 164th Ave SE - SE Newport Way -------- -------- -------- ------- -------- --------
Area wide average -> 0.745 C 0.817 D+ 0.795 C 0.644 B 0.685 B 0.740 C
Area 12: Overlake
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
39 140th Ave NE - NE 20th Street 0.649 B 0.720 C 0.695 B 0.735 C 0.774 C 0.722 C
40 140th Ave NE - Bellevue-Redmond 0.687 B 0.741 C 0.703 C 0.784 C 0.785 C 0.747 C
47 148th Ave NE - NE 20th Street 0.817 D+ 0.903 E+ 0.864 D- 0.842 D+ 0.899 D- 0.746 C
48 148th Ave NE - Bellevue-Redmond 0.917 E+ 0.929 E+ 0.937 E+ 0.963 E- 0.954 E- 0.803 D+
59 Bellevue-Redmond - NE 24th Street 0.641 B 0.613 B 0.643 B 0.630 B 0.598 A 0.639 B
60 156th Ave NE - Bellevue-Redmond 0.600 A 0.576 A 0.606 B 0.593 A 0.556 A 0.599 A
61 156th Ave NE - NE 24th Street 0.695 B 0.694 B 0.725 C 0.663 B 0.666 B 0.703 C
64 140th Ave NE - NE 24th Street 0.697 B 0.642 B 0.630 B 0.885 D- 0.760 C 0.807 D+
79 148th Ave NE - NE 40th Street 0.557 A 0.447 A 0.527 A 0.592 A 0.488 A 0.551 A
81 148th Ave NE - NE 24th Street 0.845 D+ 0.833 D+ 0.881 D- 0.769 C 0.757 C 0.851 D+
138 Bellevue-Redmond - NE 40th Street 0.620 B 0.624 B 0.593 A 0.634 B 0.613 B 0.569 A
188 148th Ave NE - NE 29th Place 0.812 D+ 0.798 C 0.913 E+ 0.932 E+ 0.907 E+ 1.167 F
189 NE 29th Place - NE 24th Street 0.825 D+ 0.825 D+ 0.825 D+ 0.851 D+ 0.345 A 0.858 D-
239 156th Ave NE - NE 40th Street 0.572 A 0.563 A 0.599 A 0.572 A 0.573 A 0.595 A
249 148th Ave NE - NE 51st Street 0.878 D- 0.795 C 0.783 C 0.808 D+ 0.792 C 0.816 D+
250 SR-520 SB Ramps - NE 51st Street 0.261 A 0.248 A 0.268 A 0.248 A 0.229 A 0.273 A
251 SR-520 NB Ramps - NE 51st Street 0.406 A 0.388 A 0.399 A 0.363 A 0.309 A 0.444 A
255 156th Ave NE - NE 51st Street 0.538 A 0.546 A 0.527 A 0.536 A 0.540 A 0.488 A
264 156th Ave NE - NE 31st Street 0.492 A 0.464 A 0.508 A 0.481 A 0.429 A 0.476 A
Area wide average -> 0.658 B 0.650 B 0.664 B 0.678 B 0.630 B 0.677 B
Area 13: Factoria
Concurrency Concurrency Concurrency
INT ADDRESS 2002 LOS 2003 LOS 2004 LOS 2002-2003 2003-2004 2004-2005
105 Richards Rd - SE Eastgate Way 0.698 B 0.705 C 0.764 C 0.826 D+ 0.690 B 0.736 C
202 128th Ave SE/NE - SE Newport Way 0.555 A 0.630 B 0.628 B 0.563 A 0.621 B 0.628 B
203 SE Newport Way - Coal Creek Pkwy 0.469 A 0.470 A 0.588 A 0.476 A 0.466 A 0.608 B
204 128th Ave SE - SE 36th Street 0.681 B 0.727 C 0.827 D+ 0.752 C 0.703 C 0.810 D+
220 I-405 NB Ramps - Coal Creek Park 0.611 B 0.655 B 0.702 C 0.541 A 0.634 B 0.685 B
221 I-405 SB Ramps - Coal Creek Park 0.757 C 0.838 D+ 0.894 D- 0.713 C 0.840 D+ 0.886 D-
222 128th Ave SE - SE 38th Place 0.894 D- 0.971 E- 0.937 E+ 0.894 D- 0.833 D+ 0.934 E+
284 124th Ave SE - Coal Creek Park 0.783 C 0.870 D- 0.836 D+ 0.750 C 0.843 D+ 0.855 D-
Area wide average -> 0.681 B 0.733 C 0.772 C 0.689 B 0.704 C 0.768 C
2005 State of Mobility Report Appendix 101

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #1 - North Bellevue
Implementation funding for complete
and/or phased implementation of the
TFP-079 R-146 Northup Way/Bellevue improvements identified by a 1996 PB 4,100 4,100
Way to NE 24th Street corridor study, including sidewalks
and bike lanes on both sides and a
two-way center turn lane east of
NE 33rd Place.
TFP-173
112th Avenue NE/Northup Bike lanes; sidewalk on west side
to NE 12th Street where missing. PB X 150 150
115th Avenue NE/116th Sidewalk on south and west side;
TFP-177 Avenue to BSC entrance upgrade I-405 undercrossing for PB X 150 150
bicycles.
Mobility Management Area #2 - Bridle Trails
Conduct a pre-design analysis to
evaluate alternatives, including the
TFP-083 WB-69 NE 24th Street/Northup scope identified in the Pedestrian CIP 1,487 1,437
Way to 130th Avenue NE and Bicycle Plan Update: Construct
sidewalk on north side, curb lanes
for bicycles and multi-purpose trail
on south side.
NE 40th Street/140th Separated pathway on north side
TFP-171 Avenue NE to 148th of NE 40th Street from 140th PB 1,732 1,732
Avenue NE Avenue NE to east of the 14500
block. Wide curb lanes.
140th Avenue NE/ Construct a separated six-foot
TFP-186 WB-70 NE 40th Street to the porous asphalt pathway along CIP 1,019 1,019
north City Limit the west side of 140th Avenue
NE within project limits.
Mobility Management Area #3 - Downtown
Construct HOV interchange at
NE 6th Street; add eastbound
TFP-016 I-46 Access Downtown, I-405/ lanes on NE 8th and NE 4th CIP X 23,783 6,901
SE 8th Street to NE 10th Streets crossing I-405; widen NE
Street
8th Street at 112th Avenue
intersection.
Widen 110th Avenue NE from
TFP-110 R-139 110th Avenue NE/NE 4th four lanes at NE 4th Street to five CIP X 2,766 2,750
Street to NE 8th Street lanes at NE 6th Street and design
only for a five-lane section from
NE 6th Street to NE 8th Street.
Conduct a pre-design analysis for
TFP-161 NE 10th Street at 112th intersection configuration of one DIP X 150 150
Avenue NE
left-turn only, one thru lane and
one thru/right-turn for each
approach.
102
2005 State of Mobility Report Appendix

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #3 - Downtown (continued)
Convert roadways to function as a
one-way couplet. 106th Avenue will
function as a northbound one-way
TFP-172 106th and 108th Avenues/ street and 108th Avenue will function DIP X 5,630 5,630
Main Street to NE 12th as a southbound one-way street.
Street
108th will include a single northbound
contraflow lane between
NE 4th and NE 8th Streets for
transit buses only. Sidewalks along
106th Avenue will be widened.
TFP-182 NE 2nd Street at Bellevue Convert southbound thru lane to
Way left/thru shared lane; modify signal. DIP X 200 200
TFP-183 NE 4th Street at Bellevue Convert eastbound thru-right to
Way right only. DIP X 200 200
NE 8th Street/106th Add westbound lane on NE 8th
TFP-184 Avenue NE to 108th Street becoming right turn lane at DIP X 3,203 3,203
Avenue NE
106th Avenue NE; no widening west
of 106 Avenue NE.
Mobility Management Area #4 - Bel-Red/Northup
Add two-way left turn lane on 130th
TFP-039 R-122 130th Avenue NE/Bel-Red Avenue NE between Bel-Red Road BROTS X 3,190 3,190
Road to NE 20th Street and NE 20th Street; provide wide
curb lane for bicycles with curb/
gutter/sidewalks on both sides.
Widen intersection for second left
turn lane westbound, second south- Part
TFP-089 I-91 124th Avenue NE at bound lane from Bel-Red Road to BROTS X 3,000 3,000
Bel-Red Road
Old Bel-Red Road and a right turn
lane southbound; curb/gutter/
sidewalks on east side of intersection.
TFP-090 116th Avenue NE at NE Add northbound right turn lane,
12th Street extend eastbound left turn lane. BROTS X 893 893
Add a second eastbound lane, and
TFP-091, R-133 Northup Way/120th widen Northup Way/124th Avenue CIP X 5,102 4,147
TFP-106 Avenue NE to 124th NE intersection to provide a north-
Avenue NE
bound right turn lane and a second
eastbound left-turn lane to the
SR-520 ramp.
Mobility Management Area #5 - Crossroads
Add second northbound and south-
TFP-092 156th Avenue NE at bound left turn lanes and a second Part
Northup Way eastbound through lane east of BROTS X 5,347 5,347
156th Avenue NE to the Unigard
access. Utility undergrounding.
Northup Way/156th Add median left-turn lane; bike
TFP-167 Avenue NE to 164th lanes. PB/BBC X X 250 250
Avenue NE
2005 State of Mobility Report Appendix 103

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #6 - Northeast Bellevue
TFP-024 I-70 Bel-Red Road at NE 30th Add new traffic signal at intersection.
Street CIP 339 284
Complete sidewalk on the west side
TFP-082 WB-66 164th Avenue NE/ of 164th Avenue NE. Bicycle and CIP 338 293
Northup Way to NE parking needs will be considered
24th Street
during project design.
NE 10th Street/176th Rehabilitate or reconstruct curbs,
Avenue NE/NE 13th gutter, sidewalks and street pavement.
TFP-153 M-14 Street/183rd Avenue- Resurface entire roadway segment, CIP 949 949
Northup Way to NE and complete missing sidewalk
15th Place
segment on NE 10th Street between
Northup Way and SE 11th Street.
TFP-164 173rd Avenue NE/ Bike lanes and sidewalk on both
Northup to City limit sides. PB X 250 250
Bel-Red Road/156th Bike lanes; sidewalk south side.
TFP-166 Avenue NE to NE 40th PB X 150 150
Street
Mobility Management Area #7 - South Bellevue
TFP-030 I-88 112th Avenue SE at SE 6th Install a new traffic signal at the
Street intersection. CIP 443 443
TFP-117 112th Avenue SE at SE Add northbound right turn lane.
8th Street CBD X 382 382
TFP-159 108th Avenue SE/Bellevue Bike lanes; sidewalk on both sides
Way to I-90 where missing. PB X 400 400
Mobility Management Area #8 - Richards Valley
Add left turn lanes on Kamber Road
TFP-009 R-102 Kamber Road/Richards at SE 20th Street and SE 24th Street CIP X 3,759 1,036
Road to 145th Place SE and complete sidewalks on north and
west sides of Kamber Road.
123rd and 128th Avenue Sidewalk on both sides where missing.
TFP-170 SE/SE 8th Street to PB X 250 250
SE 32nd Street
Mobility Management Area #9 - East Bellevue
Construct a new westbound right
turn lane at 145th Place NE and
upgrade the traffic signal at the
TFP-043 R-118 SE 16th Street/145th Place intersection. Widen SE 16th Street CIP 4,616 4,142
SE to 148th Avenue SE for bicycle lanes on both sides and
a two-way left turn lane, between
145th Place SE and the east entrance
to the shopping center on the north
side. Construct sidewalks on both
sides.
West Lake Sammamish Conduct an analysis of existing
TFP-078 R-141 Parkway/North City limit conditions and possible future CIP 560 290
treatments to the Parkway.
SE 16th Street/148th Bike lanes; sidewalk both sides PB/
TFP-158 Avenue SE to 156th where missing. WLH-NIS X 150 150
Avenue SE
104
2005 State of Mobility Report Appendix

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #9 - East Bellevue (continued)
Implementation of a package of
145th Place SE/SE 8th primarily walkway/bikeway projects PB/
Street to SE 24th Street in the West Lake Hills area of EBTP/
TFP-160 NIS-1 AND SE 22nd Street/145th Bellevue. These projects were WLH-NIS 6,500 4,500
Place to 156th Avenue SE identified through a coordinated
AND 156th Avenue/ Neighborhood Investment Strategy
NE 6th Street to SE 24th process led by the Department of
Street
Planning and Community
Development.
Add 2nd eastbound and westbound
TFP-168 NE 8th Street at 148th left turn lanes on NE 8th Street. 148th
Avenue SE All widening would be done to the MIP X 2,389 2,389
north side of the roadway.
SE 34th Street/164th Pl Widen curb lanes; sidewalk on north
TFP-175 SE to West Lake side; consider signalization of PB X 150 150
Sammamish Pkwy intersection with West Lake
Sammamish Parkway.
SE 26th Street/SE 24th
TFP-178 to West Lake Sammamish Bike lanes; sidewalk both sides. PB X 150 150
Pkwy
Lengthen the westbound left turn
lane from Lake Hills Blvd to 148th
Avenue SE from 75 feet to approximately
250 feet and/or convert the
TFP-188 I-90 148th Avenue SE at existing thru/right turn lane to a CIP X 540 540
Lake Hills Boulevard left/thru/right turn lane. Construct
new sidewalks where missing on the
north side and reconstruct sidewalks
on the south side of Lake Hills Blvd
to the east of 148th Avenue SE, and
implement pedestrian crossing and
signal improvements.
Mobility Management Area #10 - Eastgate
Widen 150th Ave SE to seven lanes
from SE 36th to SE 38th Sts, add a
TFP-011 R-105 150th Ave SE - SE 36th sidewalk on the west side from SE CIP X 5,659 3,854
St to Newport Wy 36th St to Newport Way, add turn
lanes at the intersection of 150th
and Newport Way; add U-turn pocket
on SE 36th St west of Allen Rd.
2005 State of Mobility Report Appendix 105

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #10 - Eastgate (continued)
Add one southbound lane on 148th
Avenue SE from the merge lane at
SE 24th Street to the westbound I-90
on ramp. The first interior southbound
lane will provide access to
TFP-038 R-117 148th Avenue SE/SE 24th both 148th Avenue SE and the I-90 CIP X 5,483 2,436
Street to SE 28th Street westbound on ramp. Signal phasing
and turn restrictions will control
turning movements at Landerholm
Circle and the intersection of 148th
Avenue SE at SE 28th Street, the fourth
leg of which will also be completed.
Pedestrian and bicycle facilities will
be enhanced.
Complete missing sections of sidewalk
TFP-076 Eastgate Way/Richards on north side of Eastgate Way; bicycle PB/EBTP 1,400 1,400
Road to 148th Avenue SE lanes both sides, and bus rider waiting
areas on south side; add turn pockets
where necessary.
Widen by extending the third south-
148th/150th Avenue SE/ bound lane (currently funded as part
TFP-154 I-90 westbound on-ramp to of PW-R-117) from the ramp to west- E/I-90 X 1,600 1,600
I-90 westbound off-ramp bound I-90 to south of Eastgate Way
at the I-90 westbound off ramp.
156th Avenue SE at SE Widen the I-90 westbound off-ramp to
TFP-162 Eastgate Way (I-90 provide two dedicated left turn lanes E/I-90 X 410 410
westbound off-ramp) and a shared through/right lane with
a channelized right turn.
Complete the missing Mountains to
Sound Greenway trail segment across
the BCC campus. Construct a 10’
BCC Campus Trail/148th wide trail from the end of the existing
TFP-169 Avenue SE to 142nd Place trail from 142nd Place SE to SE 32nd E/I-90 400 400
SE
Street. Widen the existing 6’ paved
trail along the north side of Coal
Creek Road to 10’ from Landerholm
Circle to the “N” building on the
campus.
Complete the missing Mountains to
TFP-179 161st Place SE/SE 35th Sound Greenway trail segment by
Place to 148th Avenue SE constructing a 10’ wide multi-purpose E/I-90 2,830 2,830
trail through Boeing to the Eastgate
Trail trailhead.
Widen sidewalk through the tunnel to
become an 8-9’ wide multi-purpose
TFP-181 Reconfigure SE 35th Place trail with a crash barrier separating E/I-90 720 720
Tunnel at I-90
the trail from the roadway. Install
improved lighting along the length
of the tunnel.
106
2005 State of Mobility Report Appendix

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #10 - Eastgate (continued)
TFP-185 Eastgate Way at SE 35th Intersection signalization.
Street E/I-90 150 150
148th Avenue SE/150th Pavement restoration and overlay
TFP-187 M-13 Avenue SE - SE 28th within WSDOT limited access in CIP 403 278
Street to SE 36th Street support of three City of Bellevue
projects in the Eastgate/I-90 area.
Mobility Management Area #11 - Newcastle
Remaining wetland mitigation and
Lakemont Boulevard SE/ reforestation associated with the
TFP-002 R-57 171st Avenue SE to construction of a new three-lane CIP X 21,094 722
Newport Way
arterial and associated improvements,
completed in 1999.
Project will evaluate alternatives and
develop a preliminary design for a
Lakemont Boulevard/ final cross section of this segment
TFP-046 R-140 South City limits to 171st of Lakemont Blvd. The analysis CIP 245 45
Avenue SE
will address vehicle flow and speed
issues, intersection treatments,
lighting, and pedestrian and bicycle
facilities.
Phase 1 will overlay and restripe the
existing pavement for bike lanes with
minor widening of the existing roadway
in places for left turn pockets;
TFP-081 R-128 Forest Drive/ Coal Creek add a porous asphalt trail on the CIP 6,060 4,852
Parkway to SE 63rd Street south side of Forest Drive, and
implement misc. safety improvements.
Phase 2 will provide a relocated right
turn lane from westbound Forest
Drive to northbound Coal Creek
Parkway with a modified traffic
signal at Coal Creek Parkway.
Construct two travel lanes with five
Cougar Mountain Way/ foot bike lanes, concrete sidewalk
TFP-084 R-115 Lakemont Boulevard to on one side with asphalt walkway CIP 5,596 2,972
SE 60th Street
on the other, crosswalks at major
pedestrian crossing locations, and
a left-turn pocket at Lakemont Blvd.
TFP-155 I-89 Lakemont Boulevard at Install new signal and crosswalks.
Village Park Drive CIP 297 297
152nd Avenue SE and SE Sidewalks on both sides; roadway
TFP-163 45th Street/SE 46th Street stabilization maintenance. PB/
to Newport Way EBTP X 150 150
2005 State of Mobility Report Appendix 107

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #12 - Overlake
Extend NE 29th Place as a 2/3 lane
road between 148th Avenue NE
TFP-003, R-60 NE 29th Place/148th and NE 24th Street and install a
TFP-096, Avenue NE to NE 24th traffic signal at NE 24th Street. CIP X 15,841 7,381
TFP-097, Street Widen intersections of 148th
TFP-098
Avenue NE and NE 29th Place and
140th Avenue NE and NE 24th
Street; widen NE 24th Street
between NE 29th Place and 140th
Avenue NE.
TFP-094 I-76 148th Avenue NE at Add eastbound right turn lane and
Bel-Red Road a second westbound left turn lane. CIP X 6,254 6,254
TFP-095 156th Avenue NE at Add southbound right turn lane.
Bel-Red Road BROTS X 549 549
TFP-101 I-78 148th Avenue NE at Add second eastbound and west-
NE 20th Street bound left turn lanes. CIP X 3,048 3,048
TFP-102 Bel-Red Road at NE Add southbound right turn and
24th Street northbound left turn lanes. BROTS X 2,060 2,060
148th Avenue NE at Add second southbound left turn
TFP-128 NE 36th Street lane and second westbound left turn BROTS X 1,246 1,246
lane.
Construct missing sidewalk segment
TFP-129 WB-67 NE 24th Street/NE 29th on the north side of NE 24th Street, CIP 257 226
Place to east of SR 520 with possible modification to include
curb lanes.
Add traffic signal on NE 20th Street
at the entrance to Ross Plaza (14300
TFP-140 R-132 NE 20th Street/140th Block). Property access restrictions CIP 530 300
Avenue NE to 148th will be installed and a u-turn lane will
Avenue NE
be constructed to allow westbound
traffic on NE 20th Street to access
the eastbound lanes.
Lengthen the westbound right turn
TFP-157 NE 24th Street at lane on NE 24th Street and provide BROTS
148th Avenue NE a second westbound left turn lane; N/S X 4,000 4,000
widen NE 24th Street to allow wide
curb lanes for cyclists.
Bel-Red Road/140th Conduct a feasibility analysis of
TFP-174 Avenue NE to 156th providing a two-way left-turn lane. EBTP X 250 250
Avenue NE
Where widening is not feasible,
prohibit left turns from Bel-Red Road.
148th Avenue NE at Streamline/Rechannelize the south-
TFP-176 SR 520 bound lanes on 148th Avenue to BROTS
reduce friction and improve N/S X 325 325
southbound flow.
108
2005 State of Mobility Report Appendix

APPENDIX
A-6. 2004-2015 Transportation Facilities Plan Project List continued
TFP # CIP # Project Location Project Description Source Capacity Pre- Project 2004-2015
Plan* Project Design Cost Costs
Only ($000) ($000)
Mobility Management Area #13 - Factoria
Design study to evaluate the feasibility
and cost of completing the missing
TFP-103 R-138 129th Place SE/SE 38th segment of roadway on 129th Place CIP X 281 281
Street to Newport Way SE between SE 38th Street and
Newport Way and adding a new signal
at 129th Place SE and Newport Way.
Construct 10’ wide paved multi-
124th Avenue Bicycle purpose trail to connect 124th
TFP-165 Trail/SE 38th Street to Avenue SE at SE 38th Street with the E/I-90 840 840
the I-90 Bicycle Trail existing Mountains to Sound trailhead
at SE 36th Street and Factoria Blvd.
Mobility Management Area #14 - Newport Hills
This project will entail a public
119th Avenue SE/SE 60th involvement process to refine the
TFP-075 WB-64 Street to Lake Heights scope of walkway/bikeway improve- CIP 1,203 913
Street
ments, design the preferred alternative,
and possibly construct the initial
phase of the improvements.
SE 60th Street/Lake Bike lanes; sidewalks on both sides
TFP-156 Washington Blvd to Coal where missing. Sidewalk on one side PB X 250 250
Creek Parkway
between Coal Creek Parkway and
129th Avenue SE.
123rd Avenue SE/SE Sidewalk on both sides where
TFP-180 60th Street to SE 69th missing; sign bike route. PB X 150 150
Street
Totals: 174,248 112,386
* Key to Source Plan Acronyms
148th MIP = 148th Avenue Mobility Improvement Package (2003)
BBC = Bridle Trails, Bel-Red and Crossroads Transportation Facility Plan
BROTS = Bel-Red/Overlake Transportation Study (1999)
BROTS N/S = BROTS North-South Corridor Study (2003)
DIP = Downtown Implementation Plan (2003)
EBTP = East Bellevue Transportation Plan (1992)
E/I-90 = Eastgate/I-90 Corridor Study (2003)
PB = Pedestrian and Bicycle Transportation Plan (1999)
WLH/NIS = West Lake Hills Neighborhood Investment Strategy Citizen Advisory Committee (2002)
2005 State of Mobility Report Appendix 109

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
APPENDIX
A-7. City of Bellevue Neighborhoods
Lake
Washington
92ND AVENUE NE
NE 24TH
LAKE WASHINGTON BLVD NE
APPLE VALLEY CA
STREET
100TH AVENUE NE
NE 14 ST
VUECREST CC
NE 8TH ST
LAKE WASHINGTON BLVD NE
WEST BELLEVUE CC
MEYDENBAUER NA
108TH AVENUE SE CA
KILLARNEY
CIRCLE HA
108TH AVENUE NE
BELLEMEAD HA
NORTHTOWNE CC
104TH AVENUE NE
BELLEVUE WAY
104TH AV SE
(BELLEVUE WAY)
SOUTHWEST BELLEVUE CA
PIKES PEAK CC
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
106TH AV NE
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
LK WASH BLVD SE
110TH AV NE
BELLEVUE
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
WASH
BLVD
114TH AV SE
SE
116TH AVE SE
116TH AVENUE NE
8TH
118TH AV SE
116TH AVENUE NE
116TH AV NE
NEWPORT YACHT CLUB
LAKE HEIGHTS CC
KIMBERLEE PARK HA
DENSMORE HA
BELLEWOOD FARMS
112TH AV SE
WAY
SE
116TH AV SE
AV NE
120TH AV NE
ST
120TH
OLD BELRED RD
SURREY
DOWNS CC
NORWOOD VILLAGE
CORPORATION
SE
PEMBROOK MEADOWS HA
COMPTON TRAILS
COAL CREEK
123RD AV SE
124TH AV NE
NE
NE
10
PL
PARKWAY
128
ST
AV
129TH
SE 67
PL SE
130TH AV NE
WILBURTON CA
AV SE
WOODRIDGE CA
123RD AV SE
NORWOOD
VILLAGE
CORPORATION
119TH
124TH AV SE
NEWPORT
HILLS CC
60TH
NEWCASTLE WAY
RICHARDS
PKWY SE
CREEK
SE
SE66
COAL
132ND AVENUE NE
SOMERSET
134TH AVENUE NE
CHERRY CREST CC
132ND AV NE
BROOKWOOD HA
128TH AV SE
SE
SOMERSET
140TH AVENUE NE
140TH AVENUE NE
24TH STREET
ROAD
MOCKINGBIRD
HILL CC
FACTORIA BLVD SE
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE 36TH ST
DR SE
TRAILS END CC
ROAD
NEWPORT
BLVD
FOREST
SE
HIGHLAND
DRIVE
NE
BRIDLE TRAILS CC
ROCK CREEK HA
SE 8TH ST
145TH PL SE
ROAD
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
SOMERSET CA
WESTWOOD
HIGHLANDS HA
DRIVE
40TH
SE
148TH AV
SE
150TH AV SE
SE 46
LAKE
SE 22ND ST
152ND
SE
SE
AV
63RD
ST
SHADOWWOOD
COMPTON GREEN HA
GLENDALE HA
SUNSET COMMUNITY ORG
SUNSET RANCH CC
EAGLESMERE CA
MONTHAVEN CC
HORIZON
CREST HA
SUMMIT HA
SUMMIT RIDGE I
FOREST RIDGE I
NEWCASTLE GOLF CLUB RD
FOREST RIDGE II
NE
WAY
ST
156TH
AVENUE NE
CHASE CC
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
LAKEMONT BLVD SE
BELLEVUE-REDMOND ROAD
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
EAST LAKE HILLS CA
BLVD
MT
164TH
PHANTOM LAKE HA
SE 24TH ST
160TH AVE SE
AV
SPIRITRIDGE
LAKEMONT I
SE 34TH ST
NE 30TH ST
SHERWOOD FOREST CC
FOX GLENN
CONIFER CREST ASSOC
ROBINSWOOD CC
HORIZON
HEIGHTS CA
WHISPERING
HEIGHTS/COLLINGWOOD
HIGHLANDS II
SE
LAKEMONT
WOODS HA
WAY
SE
SE
168TH AV SE
SE 26
W LAKE
VUEMONT
SOUTH HA
166TH WY SE
SUMMIT RIDGE II
LAKEWOOD PARK HA
VILLAGE
STREET
NE 8TH ST
ST
SAMMAMISH
LAKEMONT
NE
AV
173RD
BRETTON WOOD
W LAKE
NEWPORT
PARK DR SE
TAM O' SHANTER CC
SE 60TH ST
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
WEST LAKE
SAMMAMISH ASSOC
41.5 ASSOC
VUEMONT I/II
SKY MOUNTAIN HA
PINNACLE ASSOC
ROSEMONT BEACH HA
VUEMONT III
FINDLEY COURT ASSOC
SE 62ND PL
110
2005 State of Mobility Report Appendix

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
APPENDIX
A-8. Neighborhood Enhancement Program Neighborhood Areas
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
NE
40TH
NORTHEAST BELLEVUE
ST
92ND AVENUE NE
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
STREET
BELLEVUE
NE NORTHUP WAY
NORTHWEST
BELLEVUE
104TH AVENUE NE
BELLEVUE WAY
104TH AV SE
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
106TH AV NE
NE 4TH ST
NE 2ND ST
MAIN STREET
108TH AVE SE
110TH AV NE
112TH AVENUE NE
112TH AVE SE
WASH
BLVD
114TH AV SE
SE
116TH AVENUE NE
8TH
WEST BELLEVUE
112TH AV SE
WAY
SE
116TH AV SE
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
ST
AV SE
120TH
OLD BELREDRD
COAL CREEK
123RD AV SE
123RD AV SE
124TH AV NE
124TH AV SE
NEWPORT
SE
119TH
60TH
NEWCASTLE WAY
BRIDLE TRAILS
NE
NE
10
PL
PARKWAY
128
ST
AV
129TH
SE67
PKWY SE
PL SE
130TH AV NE
WILBURTON
RICHARDS
CREEK
SE
SE66
COAL
132ND AV NE
WOODRIDGE
128TH AV SE
FACTORIA BLVD SE
SOMERSET
134TH AVENUE NE
24TH STREET
ROAD
FACTORIA
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
DR SE
ROAD
NEWPORT
BLVD
FOREST
SE
SOMERSET
HIGHLAND
DRIVE
SE 8TH ST
145TH PL SE
ROAD
AVENUE NE
148TH
MAIN STREET
EASTGATE
SE
150TH AV SE
SE 46
LAKE
SE 22ND ST
152ND
SE
SE
AV
63RD
NE
WAY
ST
156TH
AVENUE NE
CROSSROADS
WEST LAKE HILLS
WAY
DRIVE
SE
148TH AV
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
BLVD
MT
164TH
SE 24TH ST
160TH AVE SE
AV
SE 34TH ST
NE 30TH ST
SE
WAY
SE
SE
168TH AV SE
SE 26
W LAKE
VILLAGE
STREET
NE 8TH ST
ST
SAMMAMISH
NE
AV
173RD
SAMMAMISH/EAST
LAKE HILLS
EASTGATE/COUGAR
MOUNTAIN
W LAKE
NEWPORT
PARK DR SE
SE 60TH ST
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
SE 62ND P
LAKEMONT BLVD SE
NEWCASTLE GOLF CLUB RD
LK WASH BLVD SE
116TH AVE SE
2005 State of Mobility Report Appendix 111
166TH WY SE

APPENDIX
A-9. Annual Accident Study — Highest Accident Intersections, 2005
Location
2005 Rate
SE 26th Place at 128th Avenue SE 1.91
SE Wolverine Way at 105th Avenue SE 1.69
NE 2nd Street at 105th Avenue NE 1.69
NE 21st Street at 100th Avenue NE 1.58
Main Street at 102nd Avenue NE 1.50
NE 4th Street at 102nd Avenue NE 1.31
NE 10th Street at 110th Avenue NE 1.21
Northup Way at West Lake Sammamish Parkway 1.18
NE 8th Street at 112th Avenue NE 1.15
SE 41st Place at Factoria Boulevard SE 1.14
Lakemont Boulevard SE at 63rd Street 1.10
SE 1st Street at 116th Avenue SE 1.03
Bel-Red Road at 140th Avenue NE 1.03
NE 24th Street at 156th Avenue NE 0.99
NE 20th Street at 130th Avenue NE 0.92
SE 24th Street at 148th Avenue SE 0.91
SE 16th Street at 156th Avenue SE 0.89
NE 4th Street at 105th Avenue NE 0.89
NE 39th Street at 108th Avenue NE 0.89
Kamber Road at Richards Road 0.87
SE 44th Street at 124th Avenue SE 0.87
NE 24th Street at 112th Avenue NE 0.84
NE 2nd Street at 110th Avenue NE 0.84
Northup Way at NE 24th Street 0.84
Lake Hills Boulevard at 154th Avenue SE 0.83
Main Street at 116th Avenue NE 0.78
NE 8th Street at 116th Avenue NE 0.77
Bel-Red Road at 152nd Avenue NE 0.77
NE 4th Street at I-405 southbound ramp 0.74
NE 4th Street at 164th Avenue NE 0.73
112
2005 State of Mobility Report Appendix

APPENDIX
A-10. Annual Accident Study — Highest Accident Mid-Block Corridors, 2005
Location
2005 Rate
SE 6th Street from 140th Avenue SE to Dead End Street to the east 24.06
SE 38th Street from 129th Place SE to Factoria Boulevard SE 20.00
116th Avenue NE from Northup Way to 115th Avenue NE 17.07
Bel-Red Road from NE 16th Street to 140th Avenue NE 13.49
Factoria Boulevard SE from SE 40th Lane to SE 40th Place 12.80
SE 41st Place from Factoria Boulevard to 124th Avenue SE 11.59
140th Avenue NE from NE 14th Street to Bel-Red Road 11.29
106th Avenue NE from NE 10th Street to NE 12th Street 10.86
100th Avenue NE from NE 8th Street to NE 5th Street 10.16
Main Street from 148th Avenue NE to 150th Place NE 10.13
140th Avenue SE from SE 1st Street to Main Street 9.88
NE 8th Street from 102nd Avenue NE to Bellevue Way 9.85
NE 20th Street from Bel-Red Road to 156th Avenue NE 9.17
156th Avenue NE from NE 6th Street to NE 8th Street 8.54
106th Avenue NE from NE 8th Street to NE 10th Street 8.21
2005 State of Mobility Report Appendix 113

APPENDIX
A-11. Cost Savings to the Public from Accident Reduction Projects, 1990-2005
Project One-Time Annual
Cost ($) Savings ($)
NE 20th Street - 136th Place NE to 140th Avenue NE 10,000 131,000
116th Avenue NE - Main Street to NE 8th Street 5,000 65,000
Lake Hills Connector at 140th Avenue SE 3,000 78,000
Bel-Red Road at 156th Avenue NE 2,000 74,000
NE 4th Street - 100th Avenue NE to Bellevue Way 1,000 66,000
116th Avenue NE - NE 12th Street to NE 19th Street 5,000 47,000
NE 8th Street at 164th Avenue NE 20,000 46,000
NE 8th Street at 100th Avenue NE 21,000 42,000
Lake Hills Blvd at 154th Avenue SE 4,000 38,000
NE 8th Street - 110th Avenue NE to 112th Avenue NE 1,000 42,000
Bel-Red Road at 124th Avenue NE 11,000 35,000
140th Avenue SE - vicinity of SE 3rd Place 105,000 30,000
SE 16th Street at 146th Avenue SE 1,000 24,000
NE 10th Place at 124th Avenue NE 13,000 27,000
Bellevue Way NE at NE 1st Street 3,500 24,000
NE 8th Street at 92nd Avenue NE 1,000 19,000
Lake Hills Blvd at 159th Place SE 2,000 27,000
SE 31st Street at 109th Avenue SE 1,000 17,000
NE 2nd Street at 108th Avenue SE 5,000 10,000
Bel-Red Road at NE 30th Street 22,000 50,000
SE 20th Street at 151st Avenue SE 1,000 8,000
SE 18th Street at 152nd Avenue SE 1,000 1,000
SE 8th Street at 166th Avenue SE 500 19,000
148th Avenue SE south of Landerholm Circle 17,000 27,000
116th Avenue NE south of NE 12th Street 4,000 63,000
158th Avenue NE at Eastgate Way 1,000 11,000
150th Avenue SE at Eastgate Way 48,000 91,000
140th Avenue SE vicinity of SE 1st Street 28,000 7,000
112th Avenue NE - NE 12th Street to NE 24th Street 5,000 50,000
124th Avenue NE at Main Street 122,000 10,000
Vineyard Crest at Park Road 1,000 5,000
Bellevue Way at NE 30th Place 21,000 31,000
100th Avenue NE at NE 4th Street 5,000 11,000
NE 10th Street - 174th Avenue NE to 176th Avenue NE 5,000 8,000
150th Avenue SE at SE 37th Street 1,000 77,000
Coal Creek Pkwy at 124th Avenue SE 1,000 2,000
NE 8th Street at Northup Way 30,000 11,000
NE 8th Street and 118th Avenue NE 1,000 95,000
NE 8th Street - 118th Avenue NE to 120th Avenue NE 1,000 94,000
120th Avenue NE at NE 6th Street 1,000 10,000
120th Avenue NE - NE 6th Street to NE 8th Street 109,000 26,000
119th Avenue SE - Coal Creek Pkwy. to Lake Heights Street 187, 000 68,000
120th Avenue NE at NE 12th Street 200,000 21,000
156th Avenue NE at NE 13th Street 1,000 23,000
121st Avenue SE - SE 10th Street to SE 9th Place 5,000 12,000
Coal Creek Parkway at Forest Drive 15,000 61,000
151st Avenue SE at SE 18th Street 1,000 6,000
NE 16th Place at 168th Avenue NE 7,000 3,000
164th Avenue NE - NE 125th Street to Northup Way 4,000 5,000
NE 24th Street - 148th Avenue NE to 600’ Westward 150,000 58,000
Totals 1,210,000 1,806,000
114
2005 State of Mobility Report Appendix

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
APPENDIX
A-12. Roadway Functional Classification
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
NE
40TH
ST
92ND AVENUE NE
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
STREET
104TH AVENUE NE
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
NE 4TH ST
NE 2ND ST
MAIN STREET
BELLEVUE
Functional Classes
104TH AV SE
Major
Minor
BELLEVUE WAY
106TH AV NE
Collector
108TH AVE SE
110TH AV NE
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
WAY
SE
114TH AV SE
SE
116TH AVENUE NE
8TH
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
ST
AV SE
120TH
OLD BELREDRD
123RD AV SE
124TH AV NE
NE
Lake
124TH AV SE
NE
COAL CREEK
10
PL
PARKWAY
130TH AV NE
Hills Connector
128TH AV SE
FACTORIA BLVD SE
RICHARDS
SE
SOMERSET
134TH AVENUE NE
24TH STREET
ROAD
132ND AV NE
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
DR SE
ROAD
NEWPORT
BLVD
SE
SE 8TH ST
145TH PL SE
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
ROAD
SE
148TH AV
150TH AV SE
SE 46
LAKE
SE 22ND ST
152ND
SE
SE
AV
NE
WAY
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
NORTHUP WAY
161ST
WAY
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
164TH
SE 24TH ST
AV
SE 34TH ST
NE 30TH ST
168TH AV SE
SE
SE 26
W LAKE
STREET
NE
NE 8TH ST
ST
SAMMAMISH
AV
173RD
W LAKE
NEWPORT
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
VILLAGE
112TH AV SE
WASH
BLVD
SE
119TH
116TH AV SE
123RD AV SE
60TH
NEWCASTLE WAY
128
ST
AV
129TH
PL SE
PKWY SE
CREEK
SE66
SE67
COAL
FOREST
HIGHLAND
DRIVE
SE
63RD
NEWCASTLE GOLF CLUB RD
ST
LAKEMONT BLVD SE
160TH AVE SE
COUGAR
LAKEMONT
BLVD SE
MT
WAY
SE
PARK DR SE
SE 60TH ST
SE 62
LK WASH BLVD SE
TH AVE SE
166TH WY SE
2005 State of Mobility Report Appendix 115

LK
SE
148TH AVENUE NE
150TH AV SE
164TH
PY
APPENDIX
A-13. Sidewalk Maintenance Districts
LAKE WASHINGTON BLVD NE
108TH AVENUE NE
116TH AVENUE NE
132ND AVENUE NE
140TH AVENUE NE
NE
40TH
ST
92ND AVENUE NE
NE 24TH
100TH AVENUE NE
NE 14 ST
NE 8TH ST
LAKE WASHINGTON BLVD NE
Lake
Washington
STREET
104TH AVENUE NE
(BELLEVUE WAY)
108TH AVENUE NE
NE 12TH ST
NE 10TH ST
1NE 2ND ST
BELLEVUE WAY
104TH AV SE
106TH AV NE
NE 4TH ST
MAIN STREET
108TH AVE SE
110TH AV NE
BELLEVUE
112TH AV SE
NE NORTHUP WAY
112TH AVENUE NE
112TH AVE SE
WAY
SE
WASH
BLVD
114TH AV SE
SE
116TH AV SE
116TH AVENUE NE
8TH
SE
118TH AV SE
116TH AV NE
AV NE
120TH AV NE
ST
AV SE
120TH
OLD BELREDRD
COAL CREEK
119TH
123RD AV SE
123RD AV SE
60TH
124TH AV NE
124TH AV SE
NEWCASTLE WAY
NE
NE
10
PL
PARKWAY
128
ST
AV
129TH
SE67
PL SE
130TH AV NE
Lake Hills Connector
128TH AV SE
FACTORIA BLVD SE
PKWY SE
RICHARDS
CREEK
SE
SE66
COAL
SOMERSET
134TH AVENUE NE
2
24TH STREET
ROAD
132ND AV NE
NE 20TH STREET
BELLEVUE-REDMOND
NE 8TH STREET
KAMBER
SE
SOMERSET
140TH AVENUE NE
SE 36TH ST
DR SE
ROAD
NEWPORT
5
BLVD
FOREST
SE
HIGHLAND
DRIVE
SE 8TH ST
145TH PL SE
AVENUE NE
148TH
MAIN STREET
EASTGATE
WAY
DRIVE
ROAD
3
SE
148TH AV
SE
SE 46
150TH AV SE
LAKE
SE 22ND ST
152ND
SE
SE
AV
63RD
NE
WAY
ST
156TH
AVENUE NE
156TH
HILLS
SE
SE 16TH ST
AVENUE
46TH
BELLEVUE-REDMOND ROAD
COUGAR
NORTHUP WAY
161ST
WAY
LAKEMONT
24TH
BLVD
SE
164TH AV SE
AVENUE NE
AV SE
BLVD SE
MT
164TH
SE 24TH ST
160TH AVE SE
AV
SE 34TH ST
NE 30TH ST
WAY
SE
SE
168TH AV SE
4
SE 26
W LAKE
VILLAGE
STREET
NE
NE 8TH ST
ST
SAMMAMISH
AV
173RD
W LAKE
NEWPORT
PARK DR SE
SE 60TH ST
SAMMAMISH
WAY
PKWY NE
Lake
Sammamish
SE 62
LAKEMONT BLVD SE
NEWCASTLE GOLF CLUB RD
LK WASH BLVD SE
TH AVE SE
166TH WY SE
116
2005 State of Mobility Report Appendix

Acronym List
AAWT
ADA
CAR
CIP
CTR
EIS
FATS
FHWA
GMA
HCT
HOV
ITS
LOS
MMA
mph
MUTCD
NEP
NTCP
RCW
RMIS
RPZ
RTID
SAFETEA-LU
SOV
ST
TDM
TEA-21
TFP
TMA
TMP
TPA
v/c
WSDOT
Average Annual Weekday Traffic
Americans with Disabilities Act
Customer Action Request
Capital Investment Program
Commute Trip Reduction
Environmental Impact Statement
Factoria Area Transportation Study
Federal Highway Administration
Growth Management Act
High Capacity Transit
High Occupancy Vehicle
Intelligent Transportation System
Level of Service
Mobility Management Area
miles per hour
Manual of Uniform Traffic Control Devices
Neighborhood Enhancement Program
Neighborhood Traffic Calming Program
Revised Code of Washington
Regional Mobility Interest Statement
Residential Permit Parking Zone Program
Regional Transportation Investment District
Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users
Single Occupant Vehicle
Sound Transit
Transportation Demand Management
Transportation Equity Act for the 21st Century
Transportation Facilities Plan
Transportation Management Association
Transportation Management Plan
Transportation Partnership Act
Volume to Capacity ratio
Washington State Department of Transportation
2005 State of Mobility Report 117

Glossary
85th Percentile Speed
A measure of vehicle speed along a roadway
segment; 85 percent of the vehicles are traveling at
or below this stated speed. (Chapter 6)
Accident Rates
Used to evaluate the number of accidents at
an intersection or along a roadway segment to
the number of vehicles traveling through the
facility. Rates from different locations can then
be compared to determine the highest accident
sites. The intersection accident rate is the number
of accidents per million vehicles entering the
intersection. The mid-block corridor rate is the
number of accidents occurring along a roadway
segment per million vehicle miles traveled in the
corridor. (Chapter 7)
Accident Reduction Program
A program that identifies traffic accident reduction
projects to address hazardous conditions and reduce
the high cost of traffic accidents to the traveling
public. (Chapter 7)
Americans with Disabilities Act (ADA)
1990 federal law to prohibit discrimination against
people with disabilities in all aspects of life,
including the provision of transportation facilities
and services. (Chapter 7)
Bicycle Facilities
A general term referring to improvements that
accommodate or encourage bicycling. Bicycle lanes
are typically installed on two sides of a roadway,
while a bicycle path typically runs along only one
side of the road. (Chapter 11)
Bicycle Level of Service (BLOS)
A method of evaluating and quantifying the
perception of a bicyclist’s comfort and safety.
(Chapter 11)
Budget Available
Total budget available for expenditure; combines
adopted budget for the year with unspent funds
from the previous budget year. (Chapter 5)
Budget Survey
Biennial telephone survey of a sample of Bellevue
residents to understand community priorities and
perceptions about City services and programs.
(Chapters 2 and 6)
Bus Rapid Transit (BRT)
Bus operation that is generally characterized as
running on exclusive or reserved rights of way in
order to maintain higher speeds along the route
than if operated within HOV or general purpose
lanes. (Chapters 2 and 9)
Capital Investment Program (CIP)
Bellevue’s seven-year strategic plan for implementing
the Comprehensive Plan Capital Facilities Element
policies and project recommendations from other
functional plans. The CIP is the major planning
tool of the City in which needed improvements to
the city’s facilities and infrastructure are identified,
prioritized, priced, and discussed with the City
Council and public. Funding from a variety of
sources, including local taxes, is matched with the
costs of these projects. After the City Council has
reviewed and approved the program, these projects
are implemented. The CIP is updated every two
years. (Primarily Chapters 4 and 5)
Carry Forward
Funds unspent at the end of a budget year that are
transferred to the next year’s budget. (Chapters 4
and 5)
Channelization
Roadway striping and signage to guide motorists,
bicyclists, and other users of the roadways.
(Chapters 5 and 7)
Community
The combined interest of the City, its residents,
commercial entities, and other local parties that
may be affected by City actions.
118
2005 State of Mobility Report

Commute Trip
A trip from a person’s home to a work site with
a regularly scheduled arrival time between 6:00
a.m. and 9:00 a.m. inclusive, on workdays. The
Commute Trip Reduction Act measures only
weekday (Monday through Friday) commute trips.
(Chapter 12)
Commute Trip Reduction Act (CTR)
1991 State legislation incorporated into the
Washington Clean Air Act. The law establishes goals
for the reduction of commute trip single-occupancy
vehicle miles by the employees of large employers
(with greater than 100 employees). (Chapter 12)
Comprehensive Plan
Adopted goals, policies, and projects necessary to
manage progress toward a defined future level of
growth and development; mandated by the 1990
Growth Management Act.
Concurrency
The concept of limiting land development if that
development would increase congestion beyond
adopted level of service standards. The 1990
Growth Management Act and the Bellevue Traffic
Standards Code set out the concurrency framework
and requirements, respectively, that Bellevue must
follow. (Chapters 2 and 3)
Congestion Allowance
As stated in the Bellevue Traffic Standards Code,
the number of system intersections within a
Mobility Management Area that may exceed the
area-wide Level of Service standard. (Chapter 3)
Customer Action Requests (CARs)
Requests from residents for services or solutions
to concerns within one or more of the
Neighborhood Enhancement Program areas, such
as transportation. (Chapter 6)
Cut-through Traffic
Traffic, especially commuter traffic, that is
bypassing congestion on regional freeways and local
arterials by using residential street “short-cuts.”
(Chapter 2 and 6)
Downtown
The Bellevue Urban Center, also known as the
Central Business District (CBD), where regional
retail, commercial, and service activities are focused.
The Downtown center is bounded by NE 12th Street
to the north, 112th Avenue NE to the east, Main
Street to the south, and Bellevue Way to the west.
Eastside
A geographic area that includes the King County
communities east of Seattle, including Bellevue.
Environmental Impact Statement (EIS)
Prepared in conjunction with major projects or
programs of projects, an EIS documents potential,
cumulative impacts to the environment (such as air
quality, noise, earth and water resources, and plants
and animals) and the citywide transportation system
from the proposed improvement in the context of
planned land use. (Chapters 2 and 4)
Financially Constrained
A concept applied to some plans, such as
the Transportation Facilities Plan, that allows
projects to be included without specific funding
commitments, if the total cost of those projects
does not exceed the City’s transportation revenue
projections for the identified period. (Chapter 4)
FlexPass
An annual transportation benefit purchased by
employers that combines transit, rail, vanpool, and
emergency taxi ride features in one program, which
is administered by King County Metro. (Chapter 12)
Growth Management Act (GMA)
State legislation enacted in 1990, and amended
in 1991, requiring counties and cities to create
cooperative regional strategies to manage growth
and to adopt comprehensive plans and regulations
to guide the implementation of those strategies.
(Chapters 2-4)
2005 State of Mobility Report 119

High Capacity Transit (HCT)
A system of transportation services, operating
principally on exclusive rights-of-way, that provides
substantially higher levels of passenger capacity,
speed and service than conventional bus transit.
(Chapters 2 and 9)
High Occupancy Vehicle (HOV)
A vehicle containing more than one occupant; the
concept includes carpools, vanpools, and transit
vehicles. In this region, cars containing at least
two (three in some areas) people may use specially
marked lanes on the freeways and local arterials
designated for HOV-only travel. (Chapters 2 and 12)
Impact Fee
A fee collected from developers to proportionally
pay for transportation facilities needed to serve
the growth and additional trips generated by their
projects. (Chapter 4)
Infrastructure
For transportation, all the fixed elements of
the transportation system including roadways,
sidewalks, bridges, signal equipment, park and ride
lots, and bus stops.
Interest Statements
City Council adopted position-statements that
detail improvements and options to achieve
outcomes beneficial to Bellevue. (Chapter 2)
King County Metro
A department of King County Government that
provides a variety of transit services throughout
King County, including Bellevue. (Chapters 9 and
12)
Land Use
As the term implies, it is how the land is used
(i.e., residential, retail, commercial, institutional,
recreational). City policies balance housing and
employment uses to preserve neighborhoods and
to invigorate economic activity centers. (Chapters 3
and 4)
Level of Service (LOS)
A concept commonly used to assess the degree
of traffic congestion, LOS is based on supply and
demand ratios, known as v/c or volume-to-capacity
ratios. The Comprehensive Plan established LOS
standards for each Mobility Management area of
the City. (Chapter 3)
Maintenance
Work directed toward preservation of the existing
road, sidewalk, or trail surfaces and of signs, signals,
and other infrastructure as necessary for the safe
and efficient operation of the transportation system.
Preservation activities include cleaning, resurfacing,
restoration, and rehabilitation. (Chapter 8)
Mid-Block Corridor
A section of roadway between two intersections.
(Chapter 7)
Mixed-Use
The concept of blending traditional land uses
within one area or development. For example, a
development may have retail, office, and residential
uses within one complex. (Chapter 4)
Mobility Management Areas (MMA)
The Comprehensive Plan established 14 Mobility
Management Areas within the city. These are
used as the geographic basis for level of service
standards, capital improvement completion targets,
and other mobility management measures.
Mode
A specific form of travel, such as walking, bicycling,
driving alone, or taking the bus. (Chapter 12)
Mode Share
For a set time period, the proportion of total trips
for each of the various modes. (Chapter 12)
Motor Vehicle Fund
(RCW.46.68.070) A permanent state-administered
revenue source for transportation supported by
a variety of accounts including fuel taxes, motor
vehicle fees, and license fees. (Chapters 2 and 4)
120
2005 State of Mobility Report

Multi-Modal
A transportation facility or system that incorporates
and supports more than one travel mode, such as a
roadway with bike lanes and sidewalk.
Neighborhood Enhancement Program (NEP)
An interdepartmental program that encourages
city residents to address local concerns, such as
transportation needs, at the neighborhood level.
The NEP process includes affected residents from
need identification to a neighborhood ballot of
defined project solutions. (Chapters 6 and 10)
Neighborhood Traffic Calming Program
(NTCP)
Implemented in 1985 and formerly called the
Neighborhood Traffic Control Program, this
on-going City program provides a variety of
approaches to neighborhood-identified traffic
problems through a two-phased strategy. Phase I
focuses on education and information measures;
Phase II adds physical measures such as speed
humps. (Chapters 6 and 10)
Nickel Package
The list of projects to be funded by the five cent
increase in the state gas tax approved by the
legislature in 2003. (Chapter 2)
Non-motorized
Refers to transportation modes that do not involve
motorized vehicles, most commonly walking and
bicycling. (Chapters 10, 11, and 12)
Pavement Rating
A measure of the quality of existing pavement on
a roadway segment. The rating system evaluates the
severity and extent of the problems, such as cracks,
surface defects, and ruts. (Chapter 8)
Pedestrian Facilities
A general term referring to sidewalks, access
elements, recreational paths, and other, ideally
linked elements that promote walking. (Chapter 10)
Pedestrian Level of Service (PLOS)
A method of evaluating and quantifying the
perception of a pedestrian’s comfort and safety.
(Chapter 10)
Puget Sound Region
An area that in its largest sense generally includes
King, Pierce, Snohomish, and Kitsap counties.
Real Estate Excise Tax
RCW 82.46.010 (REET 1 – ¼ percent tax) and
RCW 82.46.035 (REET 2 – additional ¼ percent
tax). Each legislation allows for a ¼ percent tax to
be levied by the City. The first ¼ percent (REET
1) must be used solely on capital projects that are
listed in a jurisdiction’s comprehensive plan capital
facilities plan element. The second ¼ percent
(REET 2) can be levied by cities that are required to
or choose to plan under the Growth Management
Act and must be used for capital projects. Bellevue
levies the full ½ percent. (Chapter 4)
Regional Mobility Interest Statement
The City Council’s adopted agenda for futureoriented
multi-modal improvements to the regional
transportation system, with a focus on the three
freeways serving Bellevue — I-90, I-405, and SR 520.
(Chapter 2)
Regional Transportation Investment District
(RTID)
The formation of RTIDs was authorized during the
2002 State legislative session. An RTID is allowed to
seek voter approval for a special assessment to fund
a defined package of transportation projects. The
Puget Sound RTID is composed of King, Pierce,
and Snohomish Counties. (Chapter 2)
Residential Permit Parking Zone Program
(RPZ)
Developed in 1985, the RPZ Program addresses
neighborhood concerns about on-street parking by
nonresidents (otherwise known as spillover parking)
by establishing permitted parking restrictions on
selected residential streets. (Chapter 6)
2005 State of Mobility Report 121

Ridesharing
Travel by more than one person in privately- or
publicly-owned vehicles, including carpools and
vanpools. (Chapter 12)
Roadway Classification
A system of categorizing roadways by their primary
functional use. A Principal Arterial connects
freeway interchanges to major concentrations of
commercial activity and provides connections
between large community centers and facilities.
A Minor Arterial connects principal arterials to
residential and commercial activities and provides
connections between large community centers
and facilities. Collectors connect two or more
neighborhoods or industrial areas and distributes
traffic within them. A Local Street provides access
to abutting land uses and serves to carry local
traffic to the collector/arterial system. Other Streets
include cul-de-sacs and dead-end residential streets.
(Chapter 8)
Single-Occupant Vehicle (SOV)
A vehicle containing one person. (Chapter 12)
Sound Transit
The Central Puget Sound Regional Transit
Authority is doing business as “Sound Transit.”
Sound Transit is responsible for developing and
operating high capacity express bus and rail
services in King, Pierce, and Snohomish Counties.
(Chapters 2 and 9)
Speed Cushions
A Phase II physical measure used by the
Neighborhood Traffic Calming Program that raises
the roadway at designated points, much like a speed
hump. However, speed cushions contain breaks to
allow emergency vehicles to easily pass through.
(Chapter 6)
Spot Improvement Program
A program that implements projects at locations
that have a high accident potential or frequent
“near-hits.” (Chapter 7)
Stationary Radar Sign
A sign with radar unit which detects the speed of
passing vehicles and displays the speed on a reader
board. Implemented as a means to reduce traffic
speeds on residential streets, a recent study indicates
it is highly effective. (Chapter 6)
System Intersection
A signalized arterial intersection that serves a
critical function in the flow of traffic along the
city’s roadway network. (Chapters 3 and 7)
Transit Service Hours
A measure of the number of hours that busses serve
city residents. (Chapter 9)
Transportation Demand Management (TDM)
Strategies to encourage people to use alternative
modes – transit, ridesharing, walking, or bicycling
– instead of driving alone. (Chapter 12)
Transportation Facilities Plan (TFP)
The City’s twelve-year transportation planning
document that serves as a bridge between the 20+
years long-range planning studies and the seven-year
Capital Investment Program Plan. (Chapter 4)
Transportation Partnership Act
State legislative action that raises the gas tax
incrementally by 9.5 cents. Revenue will fund
transportation projects on regional corridors.
Transportation System
All of the transportation services and facilities
designed to work together to efficiently and
conveniently move people into, out of, and through
the city.
Volume-to-Capacity Ratio
A measure to evaluate Level of Service at a system
intersection that compares the average volume of
traffic versus the average roadway capacity at each
key intersection. (Chapter 3)
122
2005 State of Mobility Report

Walking School Bus
An organized, adult supervised pedestrian route to
school. The “bus” travels along a designated route
and stops at pre-determined locations to “pick up”
students.
Washington State Department of
Transportation
An important regional partner, this state agency is
responsible for state-owned transportation facilities
and for the interstate highways in Washington.
Wayfinding
The use of well-placed signs and directions to
facilitate pedestrian and bicyclist awareness of
connections between transportation facilities.
(Chapters 10 and 11)
2005 State of Mobility Report 123

List of Tables and Charts
2-A. 2004 Daily Trip Demand To and From Bellevue 14
2-B. 2030 Daily Trip Demand To and From Bellevue 15
2-C. I-405 Corridor Program 16
2-D. I-90 Two-Way Transit/HOV Project 17
2-E. SR 520 Bridge Replacement and HOV Project 17
2-F. Nickel Package and TPA Projects 18
3-C. Range of Volume-to-capacity Ratios with User Impressions 24
3-D. 2000-2004 Areawide Level of Service Performance 25
3-E. Concurrency Areawide Average Levels of Service 27
4-A. Project Planning: From Policy to Financial Programming 29
4-C. Comparison of 2001-2012 TFP and 2004-2015 TFP 33
4-D. Transportation Funding as a Portion of Total CIP Budget, 1998-2011 34
4-E. Sources of Funding in the 2005-2011 CIP 35
5-A. Main Components of the CIP Project Selection Process 39
5-B. Comparison of Actual CIP spending to Adopted and Total Budget Available, 2001-2005 41
5-C. Completed CIP Projects, 2005 42
6-A. Neighborhood Traffic Calming Program Requests, 2001-2005 45
6-B. Implemented NTCP Phase I Measures, 2001-2005 47
6-C. Implemented NTCP Phase II Measures, 2001-2005 47
6-D. Neighborhood Traffic Calming Projects and Outcomes 48
6-F. Transportation NEP Requests and Project Information, 2001-2005 50
6-G. Neighborhood Enhancement Program Transportation Projects, 2005 51
6-H. Radar Sign Effectiveness 52
7-A. Police Investigated Traffic Accidents, 2001-2005 55
7-C. Highest Accident Intersections, 2005 56
7-D. Highest Accident Mid-Block Corridors, 2005 57
7-E. Completed Accident Reduction Program Projects, 2005 58
7-G. Completed Spot Improvement Projects, 2005 60
8-A. Street Repair Priority by Functional Class and Pavement Rating 63
8-B. Roadways Meeting Pavement Rating Standards, 2001-2005 64
8-C. Pavement Performance Curve 64
8-E. City-Maintained Bridge Structures 66
9-A. Transit Improvement Targets 72
10-A. Completed Pedestrian system Projects, 2005 78
10-C. Pedestrian System Completion by Mobility Management Area 80
11-A. Completed Bicycle System Projects, 2005 83
11-C. Bicycle Route Classification 85
11-D. Bicycle System Completion by Mobility Management Area 86
A-3. Regional Mobility Interest Statement 95
A-5. Level of Service (PM peak, 2-hour Average) 98
A-6. 2004-2015 Transportation Facilities Plan Project List 102
A-9. Annual Accident Study – Intersections, 2005 112
A-10. Annual Accident Study – Mid-Block Corridors, 2005 113
A-11. Cost Savings to the Public from Accident Reduction Projects, 1990-2005 114
124
2005 State of Mobility Report

List of Maps
3-A. Annual Average Weekday Traffic, 2005 22
3-B. Change in Annual Average Weekday Traffic, 2001-2005 23
4-B. Combined 2005-2011 Transportation CIP/2004-2015 TFP Project Locations 32
6-E. Combined Neighborhood Program Projects, 2005 49
8-D. Overlay Program and CIP Overlay Projects, 2005 65
9-B. Daily Transit Ridership, 2005 73
10-B. Pedestrian System Route Network 79
11-B. Bicycle System Route Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
12-A. Mode Share Map 90
A-1. City of Bellevue Mobility Management Areas 93
A-2. Regional Corridors Serving the City of Bellevue 94
A-4. System Intersections 97
A-7. City of Bellevue Neighborhoods 110
A-8. Neighborhood Enhancement Program Neighborhood Areas 111
A-12. Roadway Functional Classification 115
A-13. Sidewalk Maintenance Districts 116
2005 State of Mobility Report 125

Staff Contacts
Regional Transportation Policy and Advocacy
Kim Becklund
Transportation Policy Advisor
425-452-4491
kbecklund@ci.bellevue.wa.us
Bernard Van de Kamp
Regional Projects Manager
425-452-6459
bvandekamp@ci.bellevue.wa.us
Level of Service and Concurrency
Jin Ren
Modeling and Forecasting Manager
425-452-4067
jren@ci.bellevue.wa.us
Transportation Planning and Programming
Eric Miller
Capital Programming Manager
425-452-6146
emiller@ci.bellevue.wa.us
Kristi Oosterveen
CIP Coordinator
425-452-4496
koosterveen@ci.bellevue.wa.us
Capital Investment Program Implementation
David Berg
Assistant Director – Capital Projects
425-452-6468
dberg@ci.bellevue.wa.us
Neighborhood Programs and Services
Karen Gonzalez
Neighborhood Services Manager
(manages all programs including NTCP)
425-452-4598
kgonzalez@ci.bellevue.wa.us
Vangie Ann Parico
NEP Project Manager
425-452-6103
vparico@ci.bellevue.wa.us
Safety
Mark Poch
Traffic Engineering Manager
425-452-6137
mpoch@ci.bellevue.wa.us
Hillary Stibbard-Terrell
Traffic Engineering Manager
425-452-4357
hstibbardterrell@ci.bellevue.wa.us
Preservation and Maintenance
Bob Goenen
Pavement Management Engineer
425-452-4239
bgoenen@ci.bellevue.wa.us
Judy Johnson
Streets Maintenance Superintendent
425-452-4891
jjohnson@ci.bellevue.wa.us
Transit
Franz Loewenherz
Senior Planner
425-452-4077
floewenherz@ci.bellevue.wa.us
Pedestrian System
Bicycle System
Kevin McDonald
Senior Planner
425-452-4558
kmcdonald@ci.bellevue.wa.us
Travel Options
Michael Ingram
Senior Planner
425-452-4166
mingram@ci.bellevue.wa.us
Rebecca Rodni
RPZ Program Coordinator
425-452-6160
rrodni@ci.bellevue.wa.us
126
2005 State of Mobility Report

Index
Accident 8, 55-59, 112-114, 116
Accident Reduction Program 8, 55-59, 114, 116
Americans with Disabilities Act (ADA) 9, 59-60, 68, 80-81, 116
Average Annual Weekday Traffic (AAWT) 21-23
Bel-Red Corridor Study 30-31
Bicycle 9, 30, 55-56, 67, 83-86, 116
Bridge 66-67
Budget Survey 5, 19-20, 36, 53, 116
Bus Rapid Transit 19, 75, 116
Capital Investment Program (CIP) 5, 7-8, 26, 30, 33-35, 42, 48, 57-58, 60, 64, 66, 68, 77, 81, 83, 102-109, 116
Commute Trip Reduction (CTR) 9, 87-88, 117
Comprehensive Plan 5-6, 13, 16, 19-20, 24-26, 29, 31, 33, 39-40, 45, 50, 56, 67, 71-72, 77-78, 83, 85, 87, 117
Concurrency 7, 21, 25-27, 35, 98-101, 117
Congestion 7, 13, 24-25, 27, 29, 45, 87, 93, 117
Crosswalks 59, 77
Development 26-27, 31, 95
Environmental Impact Statement (EIS) 17, 20, 31, 33, 117
Factoria Area Transportation Study (FATS) 30
Federal Highway Administration (FHWA) 42, 66
FlexPass 88, 117
Funding 13, 16-19, 33-35, 40, 53, 68, 81, 96
Growth Management Act (GMA) 7, 21, 24, 26-27, 29, 93-94, 118
High Capacity Transit (HCT) 13, 17, 19, 31, 95, 118
High Occupancy Vehicle (HOV) 13, 15, 88-89, 95, 118
I-90 7, 13-15, 17-18, 85, 94-95
I-405 7, 13-14, 16-19, 75, 94-95
Intelligent Transportation System (ITS) 60
Impact Fee 13, 118
Intersection 24-25, 31, 34, 55-57, 60
King County Metro 71, 74-75, 87-88, 118
Land Use 21, 26, 30-31, 33, 96, 118
Level of Service (LOS) 7, 21, 24-25, 27, 81, 85, 98-101, 118
Maintenance 8, 31, 34-35, 63-68, 116, 118
Manual of Uniform Traffic Control Devices (MUTCD) 59, 67
Mobility Management Area (MMA) 5-6, 24-27, 71, 78-81, 85-86, 93, 98-109, 118
Mode Share 88-90, 115, 119
Neighborhood Enhancement Program (NEP) 8, 45, 48-51, 53, 77, 111, 119
Neighborhood Traffic Calming Program (NTCP) 8, 40, 45-49, 53, 119
Nickel Package 16-18
Overlay 8, 34, 63-68, 74
Pedestrian 9, 30, 46, 50, 55-56, 60-61, 68, 77-81, 83, 119
Pedestrian and Bicycle Transportation Plan 9, 77-78, 80-81, 83, 85
2005 State of Mobility Report 127

Regional Mobility Interest Statement (RMIS) 13, 15-16, 95-96, 119
Residential Permit Parking Zone Program (RPZ) 45, 49, 51, 53, 120
Regional Transportation Investment District (RTID) 7, 18-19, 120
Roadway Classification 63, 67, 115, 120
School Zone 46, 89
Sidewalk 8, 50, 68, 77-81, 83, 116
Single Occupant Vehicle (SOV) 87, 120
Sound Transit 14, 17, 19, 31, 43, 74-75, 120
Spot Improvement Program 8, 59-60, 120
SR520 13-14, 16-18, 85, 94
Stationary Radar Signs 49, 51-52, 120
System Intersection 24-25, 97, 120
Taxes 7, 16, 18-19, 33
Traffic Standards Code 24-25
Traffic Volume 21-22, 30
Transit 9, 15, 30, 71-75, 120
Transit Plan 71-72, 74, 96
Transportation Commission 33, 39
Transportation Demand Management (TDM) 87-89, 120
Transportation Facilities Plan (TFP) 7, 31-33, 39, 102-109, 121
Transportation Management Association (TMA) 88
Transportation Management Plan (TMP) 88
Transportation Partnership Act 16-18
Washington State Department of Transportation (WSDOT) 16-18, 42, 46, 63, 66, 75, 88, 121
Wayfinding 80, 84, 121
128
2005 State of Mobility Report