Streets data includes: Arterial Classification, Street Names, Block Number, Direction, One-way, Surface Width, Surface Type, Pavement Condition, Speed Limit, Percent Slope. From the Hansen Asset Management System:The linework is from the SND(Street Network Database) which can be found at our open data site - https://data-seattlecitygis.opendata.arcgis.com/datasets/street-network-database-snd. | Attribute Information: https://www.seattle.gov/Documents/Departments/SDOT/GIS/Seattle_Streets_OD.pdf | Update Cycle: Weekly| Contact Email: DOT_IT_GIS@seattle.gov--- Common SDOT queries and data downloads | Arterial Classification: of Seattle StreetsARTCLASS IN(1,2,3,4)| Transit Classification: of Seattle StreetsTRANCLASS IN(1,2,3,4,5,6)

Incorporated in February 1990, the City of SeaTac is located in the Pacific Northwest, approximately midway between the cities of Seattle and Tacoma in the State of Washington. SeaTac is a vibrant community, economically strong, environmentally sensitive, and people-oriented. The City boundaries surround the Seattle-Tacoma International Airport, (approximately 3 square miles in area) which is owned and operated by the Port of Seattle. For additional information regarding the City of SeaTac, its people, or services, please visit https://www.seatacwa.gov. For additional information regarding City GIS data or maps, please visit https://www.seatacwa.gov/our-city/maps-and-gis.

Displays one way streets maintained by the Seattle Department of Transportation.Refresh Cycle: Feature Class: SDOT.OneWayStreets

Seattle Transportation Plan (STP) - Freight Network of streets where freight and goods movement is a priority.Freight street classifications highlight key elements of the street network serving freight vehicles. They cover functional classification, truck volumes, street types, design guidance, spatial characteristics, and more and are considered when designing streets or determining how to operate the system. Seattle’s Freight Master Plan (FMP; 2016) identified a Freight Network Classification that includes four designations based on truck volumes, land use connections, network connectivity, and roadway classifications. The freight network designations indicate key routes that trucks use to access the Port, key freight designations, and the regional highway system. Limited access facilities are connected to major truck streets and, to a lesser degree, by minor truck streets. First-/last-mile connectors are primarily accessed by major and minor truck streets and are located within the MICs. Trucks are permitted to operate on most streets in Seattle, whether or not they are designated as part of the freight network. In general, limited access facilities are accessed by major truck streets and, to a lesser degree, by minor truck streets. First-/last-mile connectors are primarily accessed by major and minor truck streets and are located in MICs. Refresh Cycle: None, Static. Manually as required.Original Publish: 5/23/2024Update Publish: 7/11/2024 per Policy and Planning teamContact: Policy and Planning team

Freight related data grouped together and made up of major truck streets, freight network, over legal routes, and heavy haul network. Data is maintained by Seattle Department of Transportation.Feature Class:MajTrkStrtsFMP_FreightNetworkFreight_OverLegalRoutesFreight_HeavyHaulNetworkRefresh Cycle: Nightly Refresh

Street vacations allow property owners to petition the Seattle City Council to acquire public right-of-way next to their property from the City. Street vacations “vacate” the public’s right to use a street and return it to private property. Street vacations are only applicable when there is an adjacent development project planned. The Street Vacation Policies state a preference for retaining right-of-way in neighborhood residential zones. In addition to the basic street purpose of access and utilities, streets in residential areas provide for things like open space, consistency in the development pattern, natural drainage, wildlife corridors and other things. For more information, please visit this City website.

Displays data from CADASTRAL.LEGAL_STVACATE_PLGN_PV.

Updated weekly.

The Bicycle and E-Mobility Element of the STP will help create a safer, more bikeable Seattle. It provides a foundation for the City of Seattle to grow our investment in bicycling and e-mobility to achieve STP goals. The STP and the Bicycle and E-Mobility Element build on and supersede the 2014 Bicycle Master Plan (BMP). The bicycle and e-mobility network serves not only people riding traditional bicycles, but also people using adaptive bikes, cargo bicycles for both personal use and deliveries, trikes, scooters, skateboards, roller skates, wheelchairs or other wheeled mobility devices, and “e-mobility” devices, which refers to personal and shared electric-powered bicycles, scooters, and other electric-powered devices. It serves people bicycling and taking e-mobility to serve a variety of trip purposes, such as getting to work, school, transit, the gym or doctor's office, recreating, making urban goods deliveries, and more.The Bike+ network consists of bikeways suitable for people of all ages and abilities (AAA), including protected bike lanes, Neighborhood Greenways, Healthy Streets, and bike lanes where vehicle speeds and volumes are sufficiently low. The Bike+ network is envisioned to seamlessly integrate with the multi-use trail network, which provides connections through or on the edges of parks and opens spaces, where an off-street connection is preferred, or is more feasible than an on-street connection. Diagram of an umbrella titled "What is Bike+?" Underneath the umbrella, the following are bulleted - protected bike lane, bike lane (if vehicle speed and volumes low. See Table 4), neighborhood greenway, and healthy street. Many planned projects from the 2014 BMP have been implemented and are shown on the existing bicycle and e-mobility network map. The Bike+ network shows existing and proposed AAA bikeways on Seattle’s arterial and non-arterial (i.e., neighborhood streets) networks.Refresh Cycle: None, Static. Manually as required.Original Publish: 5/23/2024Update Publish: 7/11/2024 per Policy and Planning teamContact: Policy and Planning team

Each identified street segment is given a prioritization score based on three factors: 1) proximity to high pedestrian trip areas, 2) safety, and 3) equity. Tier 1 segments are the highest priority. This PIN helps identify locations where there may be opportunities to improve conditions for people moving along the street by installing conventional sidewalks, alternative walkways, or traffic calming features that create a safe and comfortable shared street environment.

The Bike+ network is envisioned to seamlessly integrate with the multi-use trail network, which provides connections through or on the edges of parks and opens spaces, where an off-street connection is preferred, or is more feasible than an on-street connection. Diagram of an umbrella titled "What is Bike+?" Underneath the umbrella, the following are bulleted - protected bike lane, bike lane (if vehicle speed and volumes low. See Table 4), neighborhood greenway, and healthy street. Many planned projects from the 2014 BMP have been implemented and are shown on the existing bicycle and e-mobility network map. The Bike+ network shows existing and proposed AAA bikeways on Seattle’s arterial and non-arterial (i.e., neighborhood streets) networks. The proposed Bike+ network comprises planned bikeways carried over from the 2014 BMP, new bikeway connections, and existing bikeways that are proposed to be upgraded to meet National Association of City Transportation Officials (NACTO) AAA guidelines. Description automatically generated. The proposed Bike+ network includes new connections to better serve new and planned light rail stations and other key destinations. In some locations, such as on Delridge Way and Airport Way, planned connections identified in the 2014 BMP were removed because alternative parallel routes were deemed more feasible and in alignment with other modal priorities. Through the STP process, we conducted preliminary, planning-level analysis to identify locations where Bike+ improvements would not fit – either because of limited right-of-way or conflicts with other proposed priority networks – to put forward a future network that is as realistic as possible. However, in the future when a corridor is being designed, there is the possibility that some locations shown as Bike+ in the maps in this element will be deemed infeasible, and per the Comprehensive Plan’s Complete Corridor policy, alternative parallel routes may be explored instead. Conversely, there is also the possibility that bicycle and e-mobility facilities could be built in locations even if they are not shown on the maps in this element.

Bicycle related street and off-street improvements which consist of markings and hardscape that are intended to improve the movement of bicycles through the city. Existing facilities include all infrastructure currently on the ground with the following categories: protected bike lanes, buffered bike lanes, painted bike lanes, climbing lanes, neighborhood greenways, miscellaneous off-street facilities, and shared roadway markings (sharrows). Planned facilities are taken from the current Seattle Bicycle Master Plan and are subject to change as projects within the city are evaluated for their feasibility.Refresh Cycle: Daily RefreshFeature Class (Multi-use Trails): TRANSPO.SNDSEG_PVFeature Class (Existing and Planned Bike Facilities): SDOT.V_BikeFacilities

An updated Permit Data Model that includes relationships between the component feature classes. The Dissolved Use Impacts (SDOT.V_SU_PERMIT_USE_IMPACT_DISS) feature class is derived from dissolving the Use Impacts (SDOT.V_SU_PERMIT_USE_IMPACTS) feature class by Permit Number. The Impacts feature class is the Use Impact street line segments that are associated with any give Permit point (V_SU_PERMITS). The relationships connect the Permit points to the Dissolved Use Impacts and then the Dissolved Use Impacts to the component Use Impacts. This data model allows you to see all impacted street line segments associated with any given Permit easily, while also being able to drill down to any specific Use Impact for a given Permit. Service is constructed for use in the Right of Way Map. Data set to Nightly Refresh. Any Questions or Concerns contact the SDOT Street Use Data and GIS Team: Craig Moore/Bryan Bommersbach

An updated Permit Data Model that includes relationships between the component feature classes. The Dissolved Use Impacts (SDOT.V_SU_PERMIT_USE_IMPACT_DISS) feature class is derived from dissolving the Use Impacts (SDOT.V_SU_PERMIT_USE_IMPACTS) feature class by Permit Number. The Impacts feature class is the Use Impact street line segments that are associated with any give Permit point (V_SU_PERMITS). The relationships connect the Permit points to the Dissolved Use Impacts and then the Dissolved Use Impacts to the component Use Impacts. This data model allows you to see all impacted street line segments associated with any given Permit easily, while also being able to drill down to any specific Use Impact for a given Permit. Service is constructed for use in the Right of Way Map. Data set to Nightly Refresh. Any Questions or Concerns contact the SDOT Street Use Data and GIS Team: Craig Moore/Bryan Bommersbach

Displays the locations and attributes of SDOT street signs on block faces throughout the City by sign category.Refresh Cycle: Daily RefreshFeature Class: V_SIGNSStreet Sign Definition Query:To view the INSVC, or PLNRECON, or ' ' status, useCURRENT_STATUS = 'INSVC' OR CURRENT_STATUS ='PLNRECON' OR CURRENT_STATUS = ' '

The Community Assisted Response and Engagement (CARE) Reference Map consists of five separate map themes, which are selectable from the menu buttons in the map header. The map content will change after selecting a theme from the menu.Summary of the 5 reference map themes:SPD Boundaries: Police operational boundaries - precincts, sectors and beats.Neighborhoods: Informal neighborhood and district boundaries.Public Safety Answering Points (PSAP): County-wide boundary used for routing calls based on the caller's geographic location.Micro-Community Policing Plan (MCPP): Collection of neighborhoods defined for community engagement and public safety.Street Designation and Block Numbering: Streets and geographic boundaries that determine street directionality and block numbering.

Enhancements include treatments such as a marked crosswalk, all-way stop, or a signal. This Priority Investment Network map shows areas prioritized for creating a higher density of enhanced crossings (Supports TEF 40.2 and TEF 40.5). The PIN will be used to: Identify future corridor studies to determine the appropriate improvement and location for new enhanced crossings. Identify opportunities for new and enhanced crossing within SDOT Project Development and other complete streets development processes. Identify opportunities for new and enhanced crossings installed or funded by others, including private development and agency partners. Each intersection is given a prioritization score based on three factors: 1) proximity to high pedestrian trip areas, 2) safety, and 3) equity. It is important to note that this PIN does not propose a set distance between enhanced crossings. Furthermore, as we design and implement projects that impact street intersections, we will evaluate opportunities to upgrade intersections within the project area to current design standards and employ safety countermeasures, as funding allows.

A map of the locations and rates of daytime(11am to 5pm\6pm) on-street paid parking in Seattle, WA. Displays the location and per hour pricing for on-street paid parking within designated SDOT parking areas. This map is externally facing for the public to view. Street sides colored red do not allow paid parking, while green colored sides offer paid parking for the time period specified for a parking area. Parking Areas are color coded by their midday/afternoon rates. Paid parking rates are consistent within a paid area. This map is contained in the Paid Parking App. > https://seattlecitygis.maps.arcgis.com/apps/MapSeries/index.html?appid=5fc6cb313ec34374a3141d4d24b05c5d

This dashboard shows total trips by mode and their corresponding emissions across different neighborhoods in Seattle. The bubbles on the graph correspond to the total number of trips or emissions occurring in each tract. How to use the dashboardFilter across the map and charts using the dropdown menus in the top right (neighborhood, RSE index, sector, year, and quarter). Clicking on a specific census tract will display a pop-up for that tract with more detailed information. The 'layer' button on the top right of the map can be used to toggle between trips, VMTs, and emissions layers, which will display the corresponding data bubbles per census tract.Data limitationsThe data in this dashboard has been populated using an output from the Puget Sound Regional Council's (PSRC's) regional travel demand model. This model is updated only once every few years and is therefore not ideal for frequent data updates. The City is working on procuring more frequent measured travel data from alternate sources. Data last updated: October 2022

Vehicle traffic volumes for arterial streets in Seattle based on spot studies that have been adjusted for seasonal variation. | Additional Information: 2019 Traffic Report(will be published fall 2019)| Attribute Information: 2018_Traffic_Flow_Counts_OD.pdf | Update Cycle: As Needed | Contact Email: DOT_IT_GIS@seattle.gov

Feature layer generated via the Create Drive Times tool. Inputs include SPS school access points & a walking distance of 0.25 mi. to each school access point.

This map is a prioritization map and will be used to identify corridor-based improvements, primarily in partnership with transit-related projects. Improvements include sidewalk installation or repair, upgraded crossing treatments, and pedestrian features, such as benches and lighting. This map also shows a subset of People Streets and Public Spaces, which complement Transit Connection Corridors at locations in the heart of neighborhoods with a high density of destinations. See the People Streets and Public Spaces Element for more information.