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  • Alert 1/25–April: Section of trail near east end of Spokane Street Bridge closed + Ideas for making the crosswalks safer

    Map of the closed section of trail, located just north of the bridge on Harbor Island.
    Map of the closure from SDOT.

    SDOT has closed a section of trail near the east end of the Spokane Street Bridge, effectively closing the trail loop under the bridge and forcing all trail users to use the crosswalks and sidewalks at the intersection of SW Spokane St and 11th Ave SW. The trail will be closed until sometime in April while crews install a new communications line for the swing bridge control system.

    One of the crosswalks marked in SDOT’s map was the site of the collision that killed Robb Mason last July. Though the route marked on the map is the most direct route and is commonly used, the trail loop under the bridge is also popular because it allows people to skip using the crosswalks entirely. The construction notice downplays the importance of this trail loop:

    “While this work occurs, we will temporarily close a trail spur that branches off the main West Seattle Bridge Trailway. The impact to people who bike, walk, or roll in the area will be minimal. Our project closure site will not affect the main trail over the Spokane St Bridge, or the primary bike route between West Seattle and Downtown used by most people on bikes. Instead, we will be closing a section of the trail that provides an optional loop around the foundation of the Spokane St Bridge used by some bikers.”

    I found this determination somewhat surprising since I always use the loop, and I thought it was the main route. While the trail loop has extra distance, you don’t need to wait for the walk signal or worry about car and truck traffic. Those crosswalks have always felt sketchy and in need of more safety enhancements. For example, people driving eastbound across the bridge can take very fast right turns due to the wide turning radius.

    Satellite view of the area with the extra lane marked in red and a tighter turn marked in green.
    Some possible safety improvement ideas. Base image from Google Maps.
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  • SDOT installs its latest ‘even better bike lane’ barrier on Dearborn Street

    Photo of a knee-high concrete curb separating general travel lanes from the bike lane.
    Photo from SDOT.

    A couple blocks of the S Dearborn Street bike lane now has a knee-high concrete curb separating it from the four lanes of general purpose traffic between Rainier Ave S and 10th Ave S.

    The “Toronto” barriers are shorter than highway-style Jersey barriers but significantly taller than a standard curb. They are fabricated in advance and have pass-through channels to allow water to drain. SDOT is testing them out as a way to expand its toolset for protecting bike lanes in hopes of finding options that they can install as cost-effective retrofits for the city’s many paint-only or plastic-post-protected bike lanes.

    SDOT has previously installed this Toronto style of barrier on S Columbian Way on Beacon Hill. They also tested out a shorter curb on NE 40th Street under the University Bridge. They also announced improved bike lane barriers on S Othello Street between 45th Ave S and MLK as well as 9th Ave south of Mercer Street, though progress has been slow.

    There are a couple reasons why Seattle needs bike lane protection methods that are both effective and lower-cost. The most obvious is that we could install more of them for the same budget. But a perhaps even more practical reason is that there are limits under state and local laws to how much work SDOT can conduct using in-house crews before they need to put projects out to bid to private contractors. A major bike lane build with standard curbs, landscaping, new drainage, etc. can easily go beyond the in-house project limit and need to go out for bid. Sending projects out for bid can add significant delays and costs. For a major street rebuild project that is going to bid anyway, it makes sense to build bikes lanes into the remade streetscape. But for projects where SDOT is adding or upgrading bike lanes on existing streets, having options that SDOT crews can install themselves is key to building out many miles of bike lane improvements as part of the department’s regular work.

    (more…)
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  • Police: Person who killed Steve Hulsman was driving with a suspended license

    The person who struck and killed Steve Hulsman December 21 was driving with a suspended license and without a court-mandated ignition interlock device, according to the police report. Seattle Bike Blog is not naming the suspect because the 53-year-old has not been charged at this time.

    Hulsman, 66, was a husband, father and grandfather who worked on clean water efforts for Washington State. He biked a lot of miles, seeking out difficult climbs. He shared his love of biking with others and led free group rides along some of his favorite routes, including Marine View Drive where he was struck and killed. Read more about him in our previous post. Our condolences to his friends and family.

    The following account includes details of a fatal collision, so reader discretion is advised.

    (more…)
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  • New Transportation Chair Rob Saka: Street safety is ‘a responsibility I am not taking lightly’

    Rob Saka has an enormous task ahead of him in his first year as a City Councilmember. In addition to the usual challenges, like hiring a legislative team and getting everyone up to speed on how work gets done inside City Hall, he will also chair the Transportation Committee during what will likely be the most important year for Seattle transportation this decade. The city needs to complete the Seattle Transportation Plan—an attempt to combine all the various plans including the Bicycle Master Plan into one—and it needs to develop, promote and gain voter approval for a funding measure to replace the expiring Most Seattle Levy.

    In an interview with Seattle Bike Blog, Saka made the case that he is energized and enthusiastic about taking on all this work, and he was honest about his need to catch up on some of the issues facing SDOT.

    “I’m a first time councilmember,” he said in his new 2nd floor office at City Hall. “I’m new, so I’m going to learn and grow.” Saka won his seat by one of the widest margins of any of the seven district-based councilmembers elected in November, defeating Maren Costa by nearly 9 percentage points. Costa received the endorsements of most of the transportation-focused organizations including Washington Bikes, Transportation for Washington, the Urbanist and the Transit Riders Union.

    Though biking was not a top issue during the campaign, Saka has a history with biking. In law school at UC Hastings (now called UC Law San Francisco), he helped found the school’s intercollegiate cycling team. For a while he did not have a car and biked from his home to school.

    Group photo of six people wearing US Hastings Cycling jerseys.
    From the UC Hastings Cycling Club blog, circa 2013. Saka is on the left.
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  • Alert 1/19-2/2: 520 Bridge Trail will be closed for two weeks

    Map with a red line marking the trail closure from Montlake to Evergreen Point.
    Closure map from WSDOT.

    The trail across the 520 Bridge will be fully closed for two weeks starting January 19 as crews work move the walking and biking route in Montlake into its permanent alignment and install an overhead sign.

    The closure begins alongside a weekend of major work that will also close Montlake and Lake Washington Boulevards to motor vehicles. There will be a walking and biking path through the Montlake Blvd. work zone, but not across Lake Washington. Or at least, maybe not. WSDOT updated the construction notice over the holiday weekend to add this intriguing line:

    All trail users will need to find alternate routes. WSDOT is looking into ways to accommodate people who use the trail during this closure. Those accommodations are not finalized yet, but WSDOT wants to make sure the public is aware the work is coming.

    Very mysterious. Assuming the closure goes ahead as currently planned, this would be one of the longest closures of the 520 Bridge trail yet. Late January is probably the least bad time of the year for such a closure since ridership typically at its low point. On the other hand, cold and rainy days do make the long detours that much more difficult for the people who are riding. The only bike detour options are to go all the way around the north end of the lake or to detour down to the I-90 Bridge, both of which add a lot of miles and time.

    You can also put your bike on a bus to cross the lake. The most common buses that serve the SR-520 freeway stations are: Metro 255 (U District to Kirkland), Sound Transit 542 (U District to Redmond) and Sound Transit 545 (Downtown to Redmond).

    Heading east, you can catch any of the U District-originating buses on the south side of NE Pacific Street near the UW Health Sciences Education building or on 15th Ave NE south of Campus Parkway.

    Heading west, you can take the elevators at Evergreen Point or Yarrow Point to catch the 255, 542 (to U District) and 545 (to downtown). You can also catch Metro 271 (U District to Bellevue/Issaquah) on 84th Ave NE just south of 520 in Medina.

    Also be aware that on days the Montlake ramps to 520 are closed, such as the January 19 weekend, the U District buses will be on significant reroutes. Check the Metro and Sound Transit websites for plan your time accordingly.

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  • G&O Family Cyclery is closing after ten years

    A large group of people inside the latest G&O location listening to Davey Oil and Tyler Gillies speak.
    From a March 2017 community celebration of G&O moving to its latest location one year after the Greenwood gas explosion. Founders Tyler Gillies and Davey Oil are in the grey caps. Gillies left a few years ago and now runs Dandelion Bikes at 18th and Jackson.

    In a devastating and unexpected announcement Friday, G&O Family Cyclery sent a message to customers that the shop is permanently closing. They will be totally closed until January 17, then they will reopen to sell off remaining stock. They are also working to complete existing orders, but are no longer taking service appointments.

    This news comes on the heels of a series of bike shop closures in the area, a troubling nationwide trend. Like several other industries, bike demand went through the roof in the first couple years of the pandemic when supplies were limited. Now supplies are plentiful, but demand has dropped back down. At the same time, the margins on running a shop dependent on in-person retail sales have continued shrinking. Some mainstay bike shops like Velo and Counterbalance closed, and now G&O is joining them.

    “The business has not been consistently profitable ever,” said owner Davey Oil, who is also a personal friend of mine. (Full disclosure: G&O has been a Seattle Bike Blog advertiser). They have had ups and downs, but “the inciting event was unexpected,” he said. “A loan was denied that I had been assured we had secured.” As a result, they “were not able to secure the funds we would have needed to get through a very lean winter.”

    Half the team at G&O has already been laid off, and the remaining staff will be on hand to work through what is necessary to close the shop (UPDATE: Jenna from G&O has set up a GoFundMe to support staff). Oil is taking sales offers if anyone wants to own a family bike shop.

    The shop’s challenges are two-fold, according to Oil: The cost of quality electric cargo bikes is “unreasonably high” for most people, and the cost of living in Seattle is too high for the skilled tradespeople needed to run this kind of specialty shop. “I think it’s impossible to operate a shop like this without a sizeable staff of very well-trained and knowledgeable workers,” said Oil, but “Seattle is not affordable to tradespeople.” He said he was trying to figure out some way to increase worker pay and grow the number of staffers when the loan was denied and the bottom fell out.

    Washington State passed funding for e-bike subsidies in the 2023-25 budget, but WSDOT has not yet set up the distribution process to get those subsidies to buyers. So that is a bright spot on the horizon for a future family and cargo bike shop, but it will come too late to save G&O. “What I hope for for the next family cyclery, customers have access to more subsidies that make them more affordable so that a broader range of customers can use them,” said Oil.

    (more…)
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