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A Vibrant Seattle Through Transportation Excellence.

We’re studying the feasible rehabilitation & replacement options for the Ballard Bridge.

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Ballard Bridge northern bascule pier

 

We’re launching a planning study to assess the future of the Ballard Bridge.

 

The study explores feasible rehabilitation & replacement options & provides a comparison of associated costs & critical metrics, including community priorities.

 

While the study won’t recommend a preferred option, it’ll help us better understand, prioritize, and look for funding opportunities to reduce our maintenance backlog. The study is funded through the Levy to Move Seattle and will also inform our upcoming Ballard-Interbay Regional Transportation Corridor Study pending receipt of state funding.

 

Ballard Bridge circa 1957 (Seattle Municipal Archive)

 

We’re just getting started and plan to work closely with agency partners, modal advisory boards, and community members over the next six months.

 

To develop bridge options that incorporate the broad needs & values of the community & people using the bridge, our 1st step is surveying people on current & desired bridge use.

 

TAKE THE SURVEY! HERE!

Share your input on the future of the Ballard Bridge.

 

The survey will be open until Sunday, July 7.  This summer, we’ll host a public event sharing what we heard and how the study is being developed. Later in the year, we’ll return to have you compare and comment on the feasible options.

 

 

To receive project updates and stay informed about upcoming opportunities for community feedback, sign up for the Ballard Bridge Planning Study news.

 

We look forward to partnering with you!

 

Ballard Bridge facing East.

 

If you have questions, please contact the outreach team at BallardBridge@seattle.gov or 206.775.8894. Thank you for your interest in the Ballard Bridge Planning Study!

 

 

DON’T FORGET, TAKE THE SURVEY! 😉

 

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Building a connected Seattle bike network.

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Today, the Bicycle Master Plan (BMP) 2019 to 2024 Implementation Plan was delivered to City Council. 

 

It identifies projects and programs which, combined with existing facilities, will deliver a robust connected citywide bike network. Using a combination of protected bike lanes, trails, neighborhood greenways, and funding for bike parking, encouragement programs, and safety education, biking will be a healthy, affordable travel option for people of all ages and abilities.

 

 

“The number of people biking across Seattle is growing. That’s because the city continues to invest to connect Seattle by bike. This plan has a laser-sharp focus on fixing gaps that have long hampered the bike network – like closing the Burke Gilman Missing Link and completing much of the downtown Basic Bike Network,” said Vicky Clarke, Cascade Bicycle Club’s Policy Director.

 

“Building from the Levy Reset we appreciate the administration’s assurance to the community that the projects contained in this plan will advance. We’re glad to see the city has responded to community feedback to add bike connections to, and within, South East Seattle. Now we must act with urgency to find the funding for those overdue connections so that these neighborhoods can finally have equitable access to safe and affordable transportation options. We look forward to working together to do just that.”

 

Over the last 18 months, we’ve invested over $21M in bike infrastructure, including planning, design, & construction & installed 13 miles of new facilities & over 800 new bike parking spaces.

 

Read the BMP

We took a major step last year to create the nation’s largest permanent free-floating bike share program, which supported two million rides in 2018. In the last year, we saw bike ridership increase by 12 percent over 2017, and we were named the “Best Bike City” by Bicycling magazine. This year, we’ll deliver an additional 11 miles of bike safety projects.

 

Building on this effort, Mayor Jenny Durkan’s 2019 to 2024 Implementation Plan invests $76 million over six years making significant progress toward connecting our bike network, including 50 miles of new bike facilities and 29 miles and planning. The plan will transform how people move around Seattle, by completing the Center City Bike Network, delivering protected bike lanes with RapidRide H (Delridge) and RapidRide Roosevelt/Eastlake, increasing connections to future light rail stations, and completing the Missing Link of the Burke Gilman Trail.

 

“We are thrilled that this plan includes critical routes like Eastlake Ave, Martin Luther King Jr Way S, Beacon Ave S, the Georgetown to South Park Trail, Thomas St, and the downtown Basic Bike Network. We look forward to working with the mayor and city council to secure any additional funding that is needed to build these and other critical trails, neighborhood greenways, and protected bike lanes” said Gordon Padelford, Executive Director of Seattle Neighborhood Greenways.

 

“We can, and must, be a city where people, of all ages, abilities, and backgrounds have the choice get to where they need to go by bike.”

 

Center City Bike Network map

Center City Bike Network map

 

In April, we presented a draft Implementation Plan to City Council.

 

While the plan’s budget hadn’t changed, the plan was developed in line with the comprehensive reassessment of the Levy to Move Seattle SDOT completed under the leadership of Mayor Durkan based on more realistic assumptions than we used in 2015. The Implementation Plan is intended to provide accountability for our continued investment in bicycle infrastructure and programs within existing committed resources while also identifying additional projects to be developed to a “shovel-ready” state. The Bike Master Plan is funded in large part by the Levy so we also worked with the Seattle Bicycle Advisory Board and used the 2014 Bike Master Plan prioritization criteria, grant and partnership opportunities to reprioritize projects over the second half of the Levy.

 

New this year, we launched an online survey and hosted four café-style conversations in the north, central southeast, and southwest Seattle to gather input and confirm the plan meets people’s needs and values. We heard from over 350 people at our public meetings and through the survey and over 550 via emails. People shared the importance of safety, protecting the environment, and transparency in decision-making.

 

They’d like increased maintenance of facilities and increased wayfinding. They also highlighted expanding engagement to include the voices of all people impacted, communities of color, and people who might be new to biking. Now that the implementation plan is complete, we’ll incorporate these values and continue to engage community members in the planning, design, and construction of projects. We also worked to clean our protected bike lane network during Bike Everywhere Month in May.

 

One of four café-style conversations with Seattleites

One of four café-style conversations with Seattleites

 

This Implementation Plan reflects the communities desire and our commitment to fight climate change, support a multimodal transportation system that encourages the reduction of single occupancy vehicles, and supports Seattle’s Vision Zero commitment to eliminate fatal and serious traffic collisions by 2030.

 

This plan includes projects that build crucial connections & were identified by the community as priorities.

 

The plan also addresses geographic inequities and prioritizes connections that serve communities located in Southeast Seattle.

 

New projects

Prior to finalizing the Implementation Plan, hundreds of people provided input and called for a southeast Seattle connection to downtown. As a result, we are advancing to construction a project on Martin Luther King, Jr Way S from I-90 to at least Rainier Ave S and to advance planning for a route along Beacon Ave from the Jose Rizal Bridge to S 39th We’re also prioritizing planning efforts to consider a Georgetown to Downtown route and completing a connection along 12th Ave from King St to Yesler Way.

 

Share benefits

The plan now shows when projects connect to transit, schools, community centers, and urban villages occur, as well as to existing bike facilities, or those planned for construction by 2024. We also acknowledge when a project routes through portions of the city that score in the upper regions of quartile of Seattle’s Race and Social Equity Composite Index.

 

Improve accountability

Expected costs and challenges such as agency coordination and parking impacts are listed, highlighting where additional effort may be required, or a project modified.

 

Seek new funding

While the plan builds out 50 miles of bicycle infrastructure over the next six years, additional projects are funded only into design or planning. We are recommitting to seeking additional revenue sources and grants to advance key connections to accelerate progress during the timeframe of the implementation plan.

 

Celebrating $16M to fund Pike-Pine Renaissance and bike improvements with SDOT, WA State Convention Center, Cascade Bicycle Club and Seattle Neighborhoods Greenways

 

Thank you! Join us for our presentation at City Council on June 18 at 2 PM or watch it online.

 

Keep a look out for our upcoming blog posts and as well as other communications to stay current with project updates. We truly appreciate your interest and participation in the 2019 – 2024 Implementation Plan.

 

 

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A FREE Rainier Valley style & safety event w/Aramis Hamer

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Rainier Valley is a multifaceted collection of communities in southeast Seattle anchored together by Rainier Ave S. The community is home to some of Seattle’s most culture-rich and diverse residents and schools.

 

Rainier Ave S is also home to Seattle’s highest collision corridor.

 

On average, Rainier Ave S sees 1 crash per day that takes 45 minutes to clear. 

 

With a grant from the Washington Traffic Safety Commission, we’re kicking off the Rainier Valley Safe Streets Project to engage communities of color and youth throughout Rainier Valley with a creative campaign to share safety and mobility information and build awareness. In 2014, we launched a collaborative process to improve Rainier Ave S as part of Seattle’s Vision Zero initiative to end traffic deaths and serious injuries by 2030. This year and next, we’re making improvements to make Rainier Ave S safer for everyone!

 

We want to change behavior that contributes to crashes within the community like speeding, distraction, impairment, and failure to yield to pedestrians. And we’re doing so by kicking off the project with a community event!

 

Join local artist, Aramis Hamer, as she leads activities, community artwork, and interactive art to empower and inform your travel behaviors.

 

 

Contact Mitchell Lloyd, Project Manager, for more details.

Mitchell.Lloyd@seattle.gov | 206.256.5378

 

 

 

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Let’s talk about managing Seattle congestion in a fair and equitable way.

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Peak time traffic congestion on southbound 5th Ave. Photo by Jeanne Clark. 

Peak time traffic congestion on southbound 5th Ave. Photo by Jeanne Clark.

 

Seattle is rapidly changing and growing. 

 

Seattle has ranked among the top four major U.S. cities in growth for five consecutive years. Since 2010, over 100,000 people have moved here– and more are on the way. Seattle–area jobs are projected to grow 28 percent by 2035. This rapid growth will present some challenges, particularly when it comes to traffic and congestion. 

 

With the expected continued growth in residents and jobs, commutes will only get longer. Meanwhile, transportation is Seattle’s greatest contributor to greenhouse gas emissions citywide. Several other cities worldwide have effectively used congestion pricing as a tool to shorten commutes and reduce carbon emissions.  

 

The City is in the early stages of gathering feedback, studying options, and using community perspectives to thoughtfully design a potential program that is equitable, transparent, and responsive to the city’s needs.  

 

As a first step, the City started exploring congestion pricing to address traffic congestion, reduce greenhouse gas emissions, & create a more equitable transportation system. 

 

Congestion pricing is one strategy that cities around the world use to improve mobility by charging a fee or toll for single-occupancy vehicles to use specific downtown streets.  

 

 

This work will prioritize racial and social justice and explore how a pricing program might improve access to opportunity and reduce current inequities. The Seattle Congestion Pricing Study Summary Report includes highlights of our work to date, lessons other cities have learned, an initial analysis of different pricing tools, potential equity impacts, and next steps for future phases of work. 

 

What we know: In every case, congestion pricing has reduced vehicle trips, reduced CO2 emissions, & lowered travel times. 

 

More than a dozen cities around the world have implemented or are seriously considering forms of congestion pricing, including London (U.K), New York City, San Francisco, Stockholm (Sweden), and Vancouver (B.C.).  

 

View of I-5 looking North.

View of I-5 looking North. Photo by Jeanne Clark.

Cities with congestion pricing programs show clear results. Stockholm, London, and Milan (Italy) all saw a 30 percent reduction in traffic delays and greenhouse gas emissions were reduced by 14 – 20 percent. Stockholm and London also saw positive economic benefits: Businesses in Stockholm and London saw an increase in sales after the change.  

 

Experiences in other cities also show us that they have successfully implemented congestion pricing by building on aggressive transportation demand management programs and that public and business acceptance typically rises dramatically post-implementation. 

 

The success of congestion pricing abroad has led to many North American cities exploring its potential here. While many are studying various different forms of congestion pricing, work in New York City, Vancouver, B.C., and Washington State is described in the Summary Report.  

 

We’re committed to racial & social justice. 

 

The average Seattle household spends 15 percent of its budget on transportation. That percentage can skyrocket up to 30 percent for low-income households. Lower wage earners spend a disproportionately higher amount of time commuting and a higher percentage of their income on transportation costs.  

 

Meanwhile, approximately 66 percent of greenhouse gas emissions citywide come from road transportation in Seattle, with the worst air quality areas existing in historically underserved communities. Households with annual incomes less than $15,000 experience asthma at nearly two times the rate of households making more than $50,000.

 

Our neighbors facing the greatest barriers are also bearing the greatest burden of environmental damage. We will need to take decisive action to protect our communities and meet our citywide climate goals.

 

Helping our working families and the communities historically underserved by our transit system will be critical as Seattle studies how to mitigate growing congestion. As we continue to explore congestion pricing in Seattle, our intent is to advance equitable outcomes through community engagement that will guide the development of a fair pricing program.  

 

The Summary Report includes a comprehensive review of 11 pricing tools that have been used in other cities, including description & examples of each. 

 

To identify the most promising tools for further study, we screened the 11 tools based on four preliminary areas of focus (equity, climate and health, traffic congestion, and implementation) that align with our citywide goals.  

 

Based on our initial screening, we believe four tools have a greater potential to meaningfully influence the focus areas mentioned above and achieve our desired outcomes: cordon pricing, area pricing, fleet pricing, and a road usage charge. Details about all four tools are provided in the report.

 

All 11 tools screened are valuable and could be used (or used more extensively, in the case of parking pricing) by the City of Seattle to meet our goals. As we work closely with the community and stakeholders in the next phase of this study to refine our goals and desired outcomes, we may re-evaluate the larger set of tools or prioritize others for additional study. 

 

This study provides a starting point for discussions about what a pricing program might look like for Seattle. 

 

Read the Study.

This report is the beginning of a series of conversations and research around congestion pricing. As the City focuses on equity, more work will need to be done to prevent disproportionate impacts on historically underserved communities. In the next phase of the study, we will build a pricing model that allows us to take this high-level analysis and estimate the magnitude of impacts and benefits on specific areas and communities.  

 

Congestion pricing has the potential to provide benefits and address the negative impacts of growth. The City of Seattle will move forward with extensive community engagement with residents and stakeholders to find solutions that address congestion, mobility, climate protection, and the health of our City.  

 

Please stay engaged for upcoming opportunities to weigh in on this study and the future of congestion pricing in Seattle.  

 

Read the draft Seattle Congestion Pricing Study Phase 1 summary report.

 

Resources:

 

  

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Magnolia Bridge Study Results

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Magnolia Bridge

 

The Magnolia Bridge was built in 1930 & has stood watching over Elliott Bay for nearly 90 years.

 

The Magnolia Bridge has seen a lot over the years. No, we’re not talking about the stunning view you enjoy while driving along the bridge (arguably one of the best viewpoints of downtown in Seattle); we’re talking about the bridge itself. 

 

Ninety years is a long time and the bridge is showing its age. While the bridge is still safe to drive on, it’s not going to last forever. So in 2017, we launched a planning study to look into possible alternative scenarios for when the bridge needs to be replaced.  

 

Image courtesy of Seattle Municipal Archives, Image 4582

 

We’ve been working on a planning study of 4 alternative transportation scenarios for when the bridge needs to be replaced.  

 

 

We weighed alternatives based on factors such as:

 

  • environmental impact,
  • ease of mobility and access,
  • cost,
  • construction duration and impact, and
  • how well each alternative would meet the needs of the community.

 

We also created an emergency transportation plan for unexpected closures. Read more about the results of this Magnolia Bridge Planning Study.  

 

The Magnolia Bridge Planning Study was the first of ten studies funded by the Levy to Move Seattle to help us assess and manage roadway structure maintenance needs and maximize future investments. The studies are a part of our effort to better understand the size of Seattle’s maintenance backlog, which requires long-term attention.   

 

With cost estimates spanning from $190M to $420M, bridge replacement and alternative options considered in this study far exceed available Seattle Department of Transportation funds without significant outside investment from our State or Federal partners. 

 

Snapshot of community input: 4 drop-in sessions, 277 drop-in session participants, 94 written comments, 18 day online open house, 186 online alternatives survey participants, 200 online open house comments.

Snapshot of community input.

 

We’ve briefed community organizations, worked with a stakeholder group, hosted drop-in sessions and launched an online survey to inform neighbors of the planning study, to understand their mobility and access needs and to gather input on alternative options to consider along with replacing the existing bridge. Throughout the process, we received a lot of valuable input. 

 

We’ll continue to work with the community and elected officials to be creative in examining funding opportunities for the Magnolia Bridge and will also be launching a study of the Ballard-Interbay Regional Transportation System pending state-funding.

  

 

We’re also hosting a community engagement meeting to share the planning study results and answer questions on Thursday, June 6, at Catharine Blaine K-8 school in the cafeteria, from 6 to 7:30 PM.

 

Safety is a top priority. Our City & regional partners continue to examine potential mobility solutions for Magnolia.

 

And as we do so, we remain committed to maintaining the safety of Magnolia Bridge by conducting regular maintenance and frequent inspections in coordination with the Port of Seattle. We perform 24/hour monitoring to ensure the safe use of the Magnolia Bridge. Ongoing maintenance work includes repairing damaged concrete, as well as performing spot repairs.  

 

Part of our planning study included an emergency bridge closure transportation plan in the event of a major earthquake or other events that make one or more of the bridges unusable. The intention is to consider the safety and resilience of mobility into and out of Magnolia in the event of a catastrophic earthquake. The short-term focus in the event of an unexpected closure would be on W Dravus St and W Emerson Pl, two bridges that have received extensive repairs in the past few years.  

 

Read more about the study by visiting the Magnolia Bridge Planning Study webpage.

 

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UPDATE: Mercer St has been reopened after tragic crane collapse

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This blog has been updated to reflect that SDOT crews have reopened Mercer St earlier than anticipated. 

The tragic collapse of a crane on Saturday, April 27, has significantly impacted the lives of many. Our thoughts & prayers go out to those affected by this tragedy.

As Vulcan and GLY contractor crews worked overnight to clear the debris and assess the safety of the buildings struck by the collapsed crane, SDOT crews were working to repair damage to the road. Mercer St has now been made safe to reopen for Monday morning’s commute.

Road closure updates:

  • All city streets (Mercer St, Valley St, Boren Ave N, and Terry Ave N) have been reopened.
  • WSDOT has reopened the Mercer St off-ramp from southbound I-5.
  • The South Lake Union Streetcar will run on normal schedule on Monday morning
SDOT crews repairing Mercer St

SDOT crews worked all night long to repair damage to Mercer St

Follow our SDOT Traffic Twitter for real-time updates.

 

 

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Trailhead Direct’s transit to trails is back!

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Photo of woman hiker.

 

Ok, hikers and outdoor lovers. The #GreatPNW struggle is real.

 

You decide it’s a great day for a hike, so you head out into the wild & find upon your arrival that the rest of Seattle has had the same – exact – idea.

 

Never mind that all the great minds thought like you. How ’bout that parking? Don’t let the day get ruined by the lack of available parking. You won’t need a car. We’re bringing back Trailhead Direct!

 

Trailhead Direct is a seasonal transit service to popular hiking destinations in King County. 

 

 

Trailhead Direct is a pilot project in collaboration with our Seattle Transportation Benefit District (STBD), King County Metro, and King County Parks and REI. Not only does this program provide transit service on weekends and most holidays to popular hiking trails in the area, but it also eases vehicle congestion and reduces safety hazards.

 

There’re 4 great changes happening this Saturday, April 20.

 

  1. The weather. We’ll get a cloud break. THERE. WILL. BE. SUN. Well, at least that’s what the weather forecasters predict.
  2. The start of Trailhead Direct!! The 2019 season begins on April 20.
  3. The launch of a new Trailhead Direct route to the Sky Country Trailhead at Cougar Mountain Regional Wildland Park. Check out the details here.
  4. The Trailhead Direct for Mailbox Peak returns with a new service location + stop.

 

So go ahead and pick your destination. Select your location for all the dirt 😉 from trailhead maps, transit pickup and drop off locations, and maps.

 

 

We’re proud to work as a funding partner with King County Metro to provide more mobility options to attractions in the Seattle region.

 

Funding Trailhead Direct builds on the City of Seattle’s investments in the Seattle transit network where we’ve been able to improve frequency/reliability on 64 other routes.

 

This program is an opportunity to provide better access for more people to the outdoors. While trail destinations vary in accessibility, Trailhead Direct transit are wheelchair accessible, so all are welcome!

 

“We are fortunate to live in one of the most beautiful places in the world, and Trailhead Direct makes it easier for all our residents and visitors to access our incredible outdoors using transit. …We are excited about this innovative public-private partnership that is creating new opportunities for all who call Seattle home to get outside and explore our mountains.” – Mayor Jenny Durkan

 

Photo of an ok sign made with a person's hand circling the sun at a distance.

 

Thanks to Seattle voters, we’re able to directly purchase transit service for Seattle, providing mobility options to explore the Seattle area.

 

For more information about Trailhead Direct, please visit the website.

 

 

 

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We studied how we use public spaces. And the results may surprise you.

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SDOT city planners launched a first-of-a-kind public life study to collect “people-centered data.”

 

Last summer, when our urban planners launched SDOT’s first-ever public life study (pssst: this is the first ever for any municipal transportation agency in the country!), they weren’t exactly sure what they’d find. One thing we were certain of was its value.

 

We wanted to know how ordinary people like you and I used public spaces as part of their daily life in Seattle. So naturally, curiosity led our team to survey and observe the activities at sidewalks on 108 block faces across 38 Seattle neighborhoods at different times on various days of the week to examine how the public uses public spaces.

 

We released the results of the 2018 public life study online as open data and published a cool interactive dashboard and are eager to share it with you and communities around the world that are looking to adopt the new public life protocol to inform their city planning practices.

 

The study set out to measure how people are using public spaces across the city. 

 

We’re incredibly excited about what we found but more thrilled about the super valuable “people-centered” data. This study will help us to design spaces based on observed need & to create spaces that foster more vibrancy while staying unique to a specific neighborhood’s style & flavor. And this is what we found.

 

10%

Nearly one-in-ten people on public sidewalks ended up staying for some time, for a variety of reasons like waiting for public transportation and fiddling with their mobile devices.

 

South Lake Union, Seattle | Photo by Jeanne Clark

 

56%

Fifty-six percent of people lingering on our sidewalks exhibited extroverted behaviors that included one-on-one and group conversations, as well as active engagement with the social environment, including purchasing items from street vendors or watching street musicians.

 

Pike Place Market

 

25%

Twenty-five percent were actively engaged in some type of commercial activity, such as dining at sidewalk cafés, window shopping or waiting in line at a food truck. This really shows the importance of sidewalks and public spaces that facilitate these types of neighboring businesses. #ShopLocal

 

Friends gathered

 

As for people’s posture, surveyors found that only one-in-four people who hung out on public sidewalks actually sat in seating provided either for the public or restaurant patrons.

 

61%

Sixty-one percent of observed public space users stood—whether that’s a preference or requirement given the amount of available seating provided, we aren’t sure. And 11 percent of those who decided to stay and hang out opted to either lean on nearby structures or use random objects as chairs for seating.

 

Downtown Seattle, City Hall | Photo by Jeanne Clark

 

By documenting this type of information, we can identify areas where public seating is woefully needed, and yes, we can rule out placing additional seating in places where people just aren’t down for relaxing on public seats.

 

The largest number of people in public spaces were observed in Seattle’s densest neighborhoods, engaged in a variety of activities depending on the neighborhood, day of the week, and time of day. The top five busiest neighborhoods surveyed were:

 

  1. Commercial core.
  2. Denny Triangle.
  3. Pioneer Square.
  4. Belltown.
  5. South Lake Union.

 

With an honorable mention landing with lower density neighborhood/commercial districts—including Capitol Hill, Ballard, West Seattle Junction, Alki, and Pike/Pine. Each had nearly as many people hanging out at the top five.

 

Phinney Ridge, Seattle

 

This study helps us to design spaces based on observed need & to create spaces that foster more vibrancy while staying unique to a specific neighborhood’s style & flavor.

 

This type of bespoke planning can help the City spend more wisely on neighborhood investments by allocating resources where they’re most needed. One neighborhood’s overlooked art sculpture is another one’s lounge chair. You just never know! Well, now we actually do. . .

 

 

We’ll take action on the public life data by developing action plans in small study areas.

 

We hope to build on the initial dataset each year to help create the Department’s people-centered database, capturing more neighborhoods, block faces, and times of the day. We’ll use the data to develop action plans in small study areas either at the neighborhood scale or by block face. These action plans will help us to optimize public space design, possibly leading to more seating, larger spaces to congregate, or working with an adjacent landowner to engage with the street more. We also developed a new Guide For Data Collectors – a tool that can help community advocates strengthen advocacy efforts with data.

As you can tell from this guide – data collection is a lot of work. Sidewalk Labs recently announced a new mobile app to help automate this process through public engagement. Though the app is currently in beta mode, it could one day be a data collection tool in the palm of the public’s hand.

Questions? Or interested in conducting a study in your neighborhood? For more information about this work, email SDOTpubliclife@seattle.gov.

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Making the most of the Move Seattle Levy resources to implement the Bicycle Master Plan.

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Over the past 3 years, the City of Seattle has built 27 miles of new bike facilities.

 

Mayor Durkan and SDOT Director, Sam Zimbabwe are committed to continuing to build a connected bike network as Seattle grows. We know many people are talking about how we’re implementing Seattle’s 2014 Bicycle Master Plan (BMP) recommendations. We recently submitted to City Council a draft BMP Implementation Plan – a list of projects we’ve currently secured funding for to complete in the next six years. 

 

Let’s talk about what this means.  

 

Last fall, we completed a comprehensive reassessment of the Levy to Move Seattle under the leadership of Mayor Durkan based on more realistic assumptions than we used in 2015. The Bike Master Plan is funded in large part by the Levy so we’ve been working with the Seattle Bicycle Advisory Board to prioritize the projects in the Bike Master Plan to make the best investments and maximize safety, connectivity, equity, ridership, and livability.

 

Enter the draft BMP Implementation Plan.

 

This plan reprioritizes projects based on available funding – keeping in mind that we’re also working to secure additional funds that would allow us to construct more projects.

 

  

 

We’re taking public comments on the draft Implementation Plan plan until April 30. We’ll then submit a revised version to City Council. Once the plan is complete, there are still many steps that need to be taken before a project is built because things can change over time. For example, we may need to revise the plan if something unforeseen comes up during engineering, if there are coordination challenges with other public and private projects, or as we learn about other issues through community engagement.  

 

One way we can advance transparency is to identify potential risks or issues that may change over time, and by engaging in an open public process.

 

Our goal is to be upfront about what we’ll need to consider before each project is built.  

 

The draft BMP Implementation Plan anticipates constructing 49 miles of bicycle facilities and designing an additional 13 miles using a combination of Levy to Move Seattle and other project funding. The plan identifies projects and programs which, combined with existing facilities, will make significant progress towards implementing the BMP recommendations over the next six years. It works to achieve an all ages and abilities bike network through a combination of protected bike lanes, trails, neighborhood greenways, and funding for bike parking, encouragement programs, and safety education. Here’s what we’re proposing.

 

. P R O P O S E D .

Bike Master Plan projects/recommendations over the next six years.

 

The following maps show numbered projects in geographic sections: North, Central, and South Seattle. Reference the project number with the Project Funded List below.

NORTH SEATTLE: Proposed Bicycle Master Plan Projects

 

CENTRAL SEATTLE: Proposed Bicycle Master Plan Projects

 

SOUTH SEATTLE: Proposed Bicycle Master Plan Projects

 

. P R O J E C T S  F U N D E D  L I S T .

Projects funded through construction by risk.

 

 

In 2018, bike ridership increased by 12% compared to last year.

 

This data is based on permanent bike counters. In fact, with the extension of the 2nd Ave protected bike lane (aka PBL), ridership on that facility increased by 32%. The connections recommended in the draft BMP Implementation Plan will encourage even more people to bike. Here’s where the proposed bike lanes and trails will take you: 

 

  • 22 connections to existing or proposed transit hubs 
  • 4 connections to existing or soon to be open LINK light rail stations  
  • 16 bicycle connections near schools 

 

And here are connections made with the recommended neighborhood greenways: 

 

  • 10 new Safe Routes to School connections  
  • 27 projects connect to frequent transit network routes  
  • 11 projects connect to existing or soon to be open LINK light rail stations 

 

This week we’ll discuss the proposed draft BMP Implementation Plan with City Council, the Levy to Move Seattle Oversight Committee, & the Seattle Bicycle Advisory Board. 

 

 

Stay tuned, we’re working with the Department of Neighborhoods & planning three four open houses in April. 

 

At the open houses, you’ll learn about the value of a bicycle network, get your questions answered about how the project list was developed, and hear your thoughts on the projects. We’ll also share a summary of what we heard from the Seattle Bicycle Advisory Board and other stakeholders and then finalize the plan and update City Council.  

 

As individual projects move forward, we’ll continue to engage with the community as we move through design and construction.  

 

Resources:

2014 Bicycle Master Plan (BMP)

Draft BMP Implementation Plan

The comprehensive reassessment of the Levy to Move Seattle 

 

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Our Street Use permit counter hours are changing.

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Starting Apr. 1, our Street Use permit counter hours are changing to:

Mon, Wed, Fri — 9 AM to 4 PM
Tues, Thurs — 10:30 AM to 4 PM

 

Here’s why. We studied when people visited our permit counter and found that the majority of applicants visited between 10:30 AM and 4 PM.

 

Most people stop by during these times.

 

We’re also better aligning ourselves with our partners. Many of the people we serve also work with the Seattle Department of Construction and Inspections (SDCI). By making this change, our hours will more closely mirror those of SDCI.

 

Times are changing and another thing we’re doing is responding to how they’re changing. More people are submitting permit applications online, so the change gives our staff more time to review online applications and resolve permit-related issues with internal and external stakeholders.

 

To better serve permit applicants:

 

We’re also increasing our staff support at the counter from 11 AM to 3 PM to keep service levels high & wait times low.

 

The combination of more time to process permits and more staff support means better customer service and fewer trips downtown for you! Need a permit? Visit our website.

 

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