Tag Archives: Pine

CSG 2024 Recap

Posted on 01/06/2025 | Leave a comment

Over the past year CSG has been busy advocating for safer streets in Central Seattle. 

We created a new work group for 10th Ave north of Capitol Hill Station and our existing workgroups for 12th Ave and FixTheL8 have seen progress in the Seattle Transportation Plan and Transportation Levy.

Map of projects CSG is working on

We’ve also seen big wins like our push to maintain the Harvard Connection Tunnel as part of the Roanoke Lid going over 520. WSDOT originally wanted to remove this low stress bicycle connection from the extended 520 trail to Capitol Hill and CSG pushed them to save it. Read more below.

Map of the Roanoke Lid and Harvard Connection path saved by CSG.

12th Ave Workgroup Update

CSG and other advocates scored a victory when a 12th Ave protected bike lane, stretching from the José Rizal bridge to Aloha St, was added as a late amendment to the transportation levy. With the levy’s passage, we expect SDOT to begin working on plans for the 12th Ave PBL. Separately, the Vision Zero team has identified several spot improvements along this corridor including daylighting intersections and updated crossings and we expect those will be completed in 2025. We’ll be working with SDOT on both projects and look forward to seeing a safer 12th Ave for those walking and rolling soon.

FixTheL8 Update

Last summer, we sent over 1,000 letters to Seattle City Council (who owns the roads) and King County Council (who runs the buses/Metro) and we now know that SDOT is working on Fixing Route 8!

Short Term (next ~year)

The Seattle Department of Transportation (SDOT) met with us and agreed to fund spot improvements for Route 8 including turn restrictions, small bus lanes, and bus shelter improvements. We are told that a full eastbound bus lane along Denny Way is in scope but we’re disappointed that improvements aren’t coming sooner and are pushing for westbound bus lanes and more speed improvements too.

Long Term (next ~8 years)

The 2015 “Levy to Move Seattle” expired at the end of 2024 and voters approved a new 8 year $1.55bn levy to replace it that contains money for Route 8.

As the levy was being crafted, it wasn’t obvious that Route 8 would be prioritized. We worked with District 3 Councilmember Hollingsworth who added an amendment to the Seattle Transportation Plan (the master plan document that guides the levy) to have “multimodal improvements” on Denny Way prioritized. Now, the levy calls out “Denny Way / Olive Way” as a signature transit project that will be funded. Unlike the spot improvements, this contains more money and the scope could be much larger to actually fully Fix Route 8.

In 2025, we’ll do more outreach to city and county councils as well as businesses along Route 8.

New 10th Ave Workgroup

Back when we planned our priorities for 2024, we added improving the corridor between Capitol Hill and U District following 10th Ave for people biking and walking. At the time we were worried that we didn’t have enough bandwidth to add another workgroup but have been very excited about all the wins from it!

In June, we had a bike/walk tour exploring the existing challenges with the corridor. To no one’s surprise, the issues mostly stem from high volumes of fast cars, poor pavement conditions, and topography. Luckily, planning (not construction) money is included in the new transportation levy to improve this corridor. We also discussed the proposed Roanoke Lid over 520 that should begin construction next year with people involved in that project speaking.

We also heard from WSDOT that the Harvard Connection tunnel under 10th Ave would be cut from the Roanoke Lid to save money. After meeting with their team, we mobilized to oppose the decision. Sam wrote an Op-Ed in The Urbanist, Nick created a letter campaign, Ethan hung flyers in the neighborhood and after 600 letters to state and local reps, WSDOT reversed their decision and maintained the bicycle and pedestrian promises.

We celebrated by writing thank you letters to our representatives and civil servants who worked hard to make this happen.

Moving forward, we’ll be keeping a close eye on the Roanoke Lid, especially as it faces a budget shortage, and keep up our advocacy with SDOT to build a better bike connection to it from Capitol Hill.

Pike / Pine Update

CSG has been working for almost a decade to get protected bike lanes along Pike and Pine between Capitol Hill and Downtown, which was funded in 2017 with the Community Package Coalition as part of the Convention Center Expansion.

Since then, we’ve monitored the project and pushed SDOT and WSDOT to maintain a full concrete protected bike lane between 1st and Bellevue Avenues, which has been successful. We’ve also voiced concerns over the years about the unconventional crossing of Pike St at Melrose, which has been built.

In 2024, we monitored the operations of Seattle’s first tabletop intersection completed in 2022 as part of the Melrose Promenade, which CSG has pushed for since our inception. Due to almost constant advocacy by one CSG member on social media dubbed a ‘particularly effective citizen‘, SDOT agreed to improve the design (again!) after viewing high vehicle volumes and speeds and crashes.

The construction of the Pike Pine bike lanes has also not been without issue. We’re monitoring the last segment to be completed, Pine St next to Westlake Park, which has yet to get concrete protection. We’re also concerned about how the Pike / Pine bike lanes interact with the rest of the bike network. Because they’re on the left side of the road to avoid conflicts with buses, turning between the bike lanes on Pike/Pine and the ones on 7th, 8th, 4th, or 2nd is not intuitive. Plus, the poorly signed transition at Melrose leaves many bikers going down the uphill lane on Pike.

How to Get Involved

You can join our email group (which has a link to our discord!) or join a meeting on the second Monday of the month.

Have questions about our work or ways to get involved with specific efforts? Email us at centralseattlegreenways@gmail.com.

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Pike/Pine Protected Bike Lanes: Outreach and Recommendations

Posted on 05/16/2019 | 5 comments

We partnered with other community organizations to find out what people and businesses need from their street.

Central Seattle Greenways has been advocating for protected bike lanes in the Pike/Pine corridor for several years. So when Seattle City Council passed a resolution in the summer of 2018 requiring temporary infrastructure be installed in 2019, we rolled up our sleeves.

Our pop-up protected bike lane showed people what a lane might look like.

Done right, protected bike lanes not only increase the number of people biking and keep them safe, but the lanes improve conditions for people walking and rolling, boost local business sales, and enhance the neighborhood. It’s important the City get the design right in this vital and vibrant corridor. In order to advocate effectively for the needs of people who live, work, and travel in the corridor, we wanted to find out more about how people use the street and what the broader community prioritizes.

To that end, we partnered with Capitol Hill EcoDistrict, Cascade Bike Club, the Capitol Hill Community Council, and other community organizations to create a pop-up protected bike lane for PARK(ing) Day, conduct direct business outreach, host a community design workshop, and distribute an online survey.

150 community members attended the workshop to discuss the street design.

We’ve shared all of our data — every comment, every statistic, every bit of information we gleaned — with the Seattle Department of Transportation (SDOT), and now we’re sharing our summary and analysis along with recommendations for the design of the corridor. (You can download the full report below.)

Community Priorities

Several strong priorities emerged from our community outreach. We believe each of these priorities is important, and that we can have a street design that meets all of these goals:

  • Pedestrian safety and comfort
  • A continuous, safe, intuitive bike route
  • Ample loading zones for businesses and passengers
  • Clear, predictable traffic flow for all users

Recommendations

Given the priorities and concerns that surfaced, we have some recommendations for SDOT in designing the street.

Long-term
Based on our conversations with SDOT, we presented two options to the community: Option 1 was to build separate one-way lanes on Pike between Broadway and Minor/Melrose, and Option 2 was to build a two-way bikeway on the north side of Pike for those blocks. But at the workshop, through the survey, during business outreach, and in other conversations, we often heard, unbidden, a strong desire for something different: one-way streets all the way to Broadway with a westbound lane entirely on Pine and an eastbound lane entirely on Pike. Creating a couplet of one-way streets all the way to Broadway provides clarity for people walking, biking, and driving; delivers a more intuitive route that cyclists are more likely to use; and shares the perceived burden and benefits of a bike lane for business owners on both Pike and Pine.

We believe this option deserves careful study and consideration by the City. Our strong recommendation is that SDOT construct the temporary bike lanes between Broadway and Minor/Melrose in a way that does not preclude extending the Pike Pine Renaissance street design all the way to Broadway in a few years.

Between the two options on Pike, there was no consensus about whether to separate the directional lanes (one on each side of the street) or to create a two-way bikeway, like the ones on Broadway and 2nd Ave. The general opinion is that separated lanes, especially given the grade and resulting speed differential, are preferred if the transition for eastbound riders from the left side of Pike to the right is handled well (so that it’s clear to all users what’s happening, doesn’t require people biking to wait through multiple light phases to move over, and is safe).

There was no strong consensus about which street the bike lane should use to cross from Pike to Pine, but workshop groups and survey respondents both requested that the crossover street be calmed and that signals and signage be clear.

Short-term
If the transition from the existing left-hand eastbound lanes on Pike to right-hand eastbound lanes can be managed so that it is safe, intuitive, and sensible to people biking, we recommend separating the directional lanes on either side of Pike.

We’ve seen an early-stage proposal from SDOT to install temporary lanes on either side of Pike all the way down to Hubbell, using the light at Hubbell to move eastbound cyclists to the right side of the street via a diagonal cross-bike (similar to Westlake and 9th), with a two-way bikeway between Hubbell and 8th Avenue. We believe this is an elegant interim solution that avoids the challenges of a transition at Minor/Melrose, and we fully support it.

Areas that require particular care
Workshop participants, survey respondents, and other community members expressed concern about the street design in some specific areas:

  • Transitions between two-way and one-way bike lane configurations or where the lane moves to the other side of the street. Signage, road markings, and clear design are important here.
  • Clarity of design. Both temporary and permanent configurations must be well-signed and designed in a way that makes the intended use very clear and intuitive to people driving, biking, walking, and rolling.
  • Intersections. Particular care must be given to potential points of conflict between people walking, rolling, biking, and driving.
Pike Pine outreach and recommendationsDownload

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