Just back from Alki, where we checked on the 60th/61st/62nd SW speed-bump project. As of noon, two speed humps (no cut in the middle) are newly installed on 60th SW, south of Stevens.
We saw two SDOT trucks in the area but it wasn’t clear where crews would work next. The installation was delayed by the rainy weather. In all, the plan was for 11 new bumps in all on the three streets, between Alki Avenue and Admiral Way – speed humps on 60th and 62nd, cushions (the type with space between them) on 61st.
More than a week has passed since SDOT‘s tentative start date for installing 11 new speed cushions/humps on 60th, 61st, and 62bd SW between Alki Avenue and Admiral Way, but as we’ve been noting in daily traffic/weather/road work roundups, no sign of work. They always warn that it’s weather-dependent, but at this point in the year, the rainy days tend to outnumber the non-rainy days, so we asked SDOT if they’re considering shelving it until spring, No, replied a spokesperson, they’re still planning on installation: “I’m told crews cannot do speed cushions in the rain and so the weather is the reason you haven’t seen them out there. The ‘no park’ signs are being pulled for now, but crews are hoping to start construction next week. That said, I can’t give a set date because the work continues to be weather-dependent.” (The “no parking” signs were marked to expire yesterday.)
The photo and report from Delridge Way SW and SW Alaska were sent by Shane:
Wanted to write as I didn’t see it mentioned on the road work today … it looks like the city (finally) put in an official crosswalk by the Delridge Playfield. It’s just paint and a couple signs but it’s still much clearer to cars that this is an official crosswalk now and hopefully is a step toward real pedestrian safety improvements along this road!
(The median was already there, but without crosswalk markings.) Customary reminder – this corner and others were/are crosswalks even without paint.
Going into the busy Friday afternoon commute period, the Fauntleroy-Vashon-Southworth ferry route remains down to two boats. M/V Sealth went out of service this morning, in need of repairs, and it’s at the WSF Eagle Harbor facility (Bainbridge Island) to get worked on, so M/V Issaquah and M/V Cathlamet are on the 2-boat schedule (timetables are linked here). Compounding matters, the South Vashon route (Tahlequah-Point Defiance) had some cancellations this morning too.
Before the sun went away, we got over to Alki for a look at exact locations for some of the about-to-be-installed Alki cross-street speed bumps between Alki Avenue and Admiral Way. The three photos here are the three northernmost cushions planned for 61st SW.
These last two are barely half a block apart, just south of Alki Avenue.
Here’s the full three-street rundown per a followup question SDOT spokesperson Amy Abdelsayed answered for us today:
There will be 11 speed humps/cushions: four speed humps on 60th Ave SW, four speed cushions on 61st Ave SW, and three speed humps on 62nd Ave SW. Speed cushions are being installed on 61st Ave SW to accommodate the bus route.
As reported here last week, SDOT says installation could start as soon as Wednesday; it’s expected to be complete within four days of when work starts.
1:49 PM: We first showed you that map back in August, when SDOT confirmed where it’s planning to add speed cushions on 60th, 61st, and 62nd SW in the heart of Alki. After a reader spotted the first preparatory outlines this week, we asked SDOT for an update on the construction timeline. They say installation will start as soon as next week (Monday, October 20 and beyond), weather permitting, and hope to provide us more details shortly. Here’s the original construction notice.
2:39 PM: Update from SDOT spokesperson Mariam Ali: “The start of construction has been pushed to Wednesday, October 22, due to rain … Construction is expected to last about four days total across all three streets, with each block impacted for roughly one day. The schedule will continue to be weather dependent since wet conditions prevent asphalt work.” Sidewalks are expected to remain open but drivers might have to detour during “active construction.”
The group was convened four and a half years ago as Washington State Ferries navigated the process of determining a concept for the new dock, and included members from all three communities on the route – Fauntleroy, Vashon, and Southworth. WSF brought them together online last night one last time, 10 months after their previous meeting (WSB coverage here).
Nicole McIntosh, who returned earlier this year to the role of terminal-engineering director, introduced the meeting and thanked the group members for their contributions and said they hope to continue collaborating with them as the project moves forward.
Facilitator was Laura LaBissonier Miller. She turned it over to WSF’s Hadley Rodero for a timeline update (previewed here on Tuesday), with design/construction expected 2028-2031.
A key document discussed at the meeting was the PEL (Planning and Environmental Linkage) report – which led to the decision to settle on a version of “Alternative B,” longer and narrower than the current dock, holding up to 155 cars (almost twice as many as the current dock).
They believe this will minimize impact to Cove Park, north of the dock, among other attributes.
What’s next – environmental review, but they don’t know yet exactly what level of it. Community engagement will be part of it and WSF promises to go above and beyond the bare minimum required.
They’re also working to “secure full funding” for the project (for which $100 million is budgeted for starters – in a question later, they reiterated that this project so far is state-funded so they’re not expecting the federal-funding chaos to affect it).
Q&A ensued. First question: CAG member Susan Frith asked, How will they determine what the final design will hold, since right now it’s a range of 124 to 155? WSF’s Charles Torres said the difference is four lanes versus four-plus lanes, which could help WSF staffers sort – but “we don’t want to overbuild,” he noted.
CAG member Judy Pickens asked if they’ve learned more about what will happen with a dock stretching further out “into the weather.” Short answer, not much; Torres said the initial response was “it’s probably going to be fine, we’re only going out another 240 feet or so.”
CAG member Justin Hirsch says he’s more worried about underbuilding than overbuilding, and had a process question: Do they have to wait for a determination of the level of environmental review before they settle on a footprint, whether B or B-3?
Environmental consultant James Gregory said they’re working on a hybrid of the two rather than expecting the final design will be either B or B-3. So when will they have to settle on a capacity? Hirsch pressed. Not an exact timeline but at some point during the “early part of the NEPA chapter” – the forthcoming environmental review. But once they get there “there’ll be pros and cons to this decision, it won’t be a slam dunk.”
Another question, from CAG member Scott Harvey: Wasn’t the WSF standard for new docks to be one and a half times the vehicle capacity of the boats they serve? (If so, that would be at least 180 vehicles, since the Triangle Route’s standard is 124-vehicle vessels.) McIntosh says that’s just a guideline, and they have to work with the communities that are home to their terminals.
Pickens asked about communication going forward, and when they’d ask for feedback. Rodero said WSF will use public meetings, email updates, the other ways they’ve been communicating most recently. But, she then asked, would this group be interested in advisory-group type involvement going forward? There was no conclusive reply, but Rodero promised to share the “draft commmunication plan” for next phases of the project when it’s available.
Group member Mardi Clements wondered about the difference in required pile-driving between B and B-3 – “is there a big difference in the number of piles and how many are we talking about?” Torres said that’s not finalized yet but somewhere slightly more than 100, and they’ll need two seasons of in-water work.
Why no second slip? was asked in a written question. That’s been suggested but hasn’t been studied; it could result in a smaller trestle, but what they are more likely to do is build something, Torres said, that “does not preclude it.”
There was also an update on the intersection project that’s set to be built before the new terminal: Mark Bandy provided it, with more new visuals beyond the one with the short update sent earlier this week. He said they’ve been working on completing the design and working with the city. They’re going out to bid soon and hope to start construction “early next year.”
Bandy recapped the traffic flow plan – including no left turn onto the dock from northbound Fauntleroy Way. They hope to have it all fine-tuned by next year’s summer peak-traffic season. He also pointed out that the design has the fewest number of poles – but it’s still a view obstruction in some spots.. He showed renderings of how the setup will look, looking out from Captain’s Park uphill, and toward it from the dock.
The pole will not have another street light because they’ve determined that the ones already near the intersection provide enough light.
In Q&A on that, Pickens pointed out that culvert construction will complicate things in the area next year, and also wondered how people coming downhill are supposed to get to the dock if they can’t make a left turn. Bandy said they did talk through the left-turn issue with the city and they settled on 24/7, so peole will either have to find a different route or else figure out how to u-turn or loop further north.
Frith suggested that it would make sense to at least allow left turns during “low-traffic times.” Clements said a signage change will be needed because up around 35th, people are pointed that way to get to the dock. She said her garage door/driveway near the dock are a popular U-turn spot and she can only imagine that getting worse.
Will the new signal have transit prioritization? The project team wasn’t clear, though the new signal certainly would capable of it. Also revealed:
The parking lot at the east end of the dock will be a bit smaller.
Next came a real-estate update, specifically the white house on the Cove Park beach north of the dock.
“We are working to acquire it.” The tenants have vacated it and security is checking daily to be sure squatters don’t come in. King County will transfer ownership to the state early next year, and then the house will be renovated for construction administration, storage place, maybe a break room, ways to. keep it occupied ‘and keep people out of it that we don’t want in it.’
What’s next: They’re promising a community update when the next phase of environmental review starts.
Final questions included: When will the PEL report be finalized? In the next month or two. Rodero said it’s not likely to look much different from the draft report just circulated, but they’ll “share it out” when ready.
And with that, plus another round of thanks to the advisory-group members, their long and winding road … route … on this project ended. “It’s pretty impressive what you all accomplished together,” observed McIntosh.
Thanks to Rick for the tip. Residents along 26th SW between SW Barton and SW Roxbury, just south of Westwood Village, recently got notification of a “traffic-calming” feature SDOT plans to install: Parking-lane lines. The map above, from the official notice that we requested and obtained from SDOT, shows where they’ll be painted. The notice explains:
On 26th Ave SW between SW Barton St and SW Roxbury St, we will install parking lane lines. These changes to the street will slow traffic and make the street safer for people walking, rolling, and biking.
We are planning to begin to install these improvements before the end of the year. We anticipate this work to be completed over a couple of weekends. Please note this work is weather dependent and subject to change.
The funding for this, SDOT says, is coming from not the current Seattle Transportation Levy, but its predecessor, Move Seattle.
Tonight at 6 pm, Washington State Ferries will hold the second of two sessions of their fall systemwide online community meeting.
We watched the first session at 1 pm so you’d know what they’re covering, in case you’re undecided on attending.
Here are the panelists introduced this afternoon:
Bryn Hunter moderated. The first to speak was Steve Nevey, who’s been leading WSF for a year and a half. He said he set three strategic priorities at the start of his tenure and he feels they’ve “made great strides” toward achieving them. “We’re trending better by every metric (but) we still have a lot of work to do.” He said he’d proudest of a dramatic drop in cancellations related to crewing, attributed to hiring and training improvements.
Other numbers:
He then made way for the system’s second-in-command John Vezina. He showed the full tree of system leadership, saying they’re “laser-focused on making things better for our customers and our colleagues.”
Here’s how they’re doing that:
Vezina handed the baton to his successor as director of external relations, Jenna Forty. This summer, she said, ridership on the Triangle Route was up almost 9 percent, and its on-time performance improved in a big way, now up to 85 percent. Forty said vessel supply and stability remains a challenge but they’re doing what they can.
Next, David Sowers talked about his latest role, electrification-program director. He said WSF has embarked on an “unrivaled” program of building new boats and retrofitting existing ones.
He said M/V Wenatchee is now back in service full time after its conversion, with 864 batteries installed; the other two Jumbo Mark II ferry conversions remain on hold until after the World Cup. Meantime, the new ferries to be built on the East Coast will start arriving in 2030, with the other two of the first three to arrive annually after that.
He was the last planned speaker before Q&A. We’re just noting the ones of Fauntleroy-Vashon-Southworth interest:
-What about terminal support for electrification? They’ve got money to design and build one terminal system, money to design two more. The Triangle Route terminals were not mentioned as being in the early construction plans.
–What can WSF do about line-cutting? (The question was focused on the downtown terminal, but applied everywhere.) Vezina’s answer boiled down to “not much can be done, we know it’s frustrating, has even happened to me.” Another question later: Could camera enforcement be used? Vezina’s answer was mostly, “no.” Among other reasons, he said some people might have the right to “cut,” such as a medical emergency.
–General staffing update and “what’s being done to sustain it”? Nevey said a big concern a few years ago had been shortage of qualified captains, so they’ve invested time and money in training programs so crew can climb the ladder. They used to have unfilled captain’s jobs; now they have a waiting list for people seeking them. “We’re doing very well to set us up for permanent solutions, not just band-aids.”
–Will fares go up every year? And why so “dramatic(ally)”? Vezina explained that WSF doesn’t set its fares – fare policy is set by the Legislature, for starters. Pre-pandemic, he said, WSF had 80 percent farebox recovery (fares covering costs), but now is closer to 50 percent. There won’t be a new “how much WSF needs to make from fares” policy next Legislative session, but there will be one the following year.
–Fleet replacement. Nevey said they’re deciding whether they can keep their three oldest boats in service slightly longer, rather than retiring them as the new boats are completed.
–Passenger-only ferry service? The Legislature ordered WSF out of that business years ago. So counties (King and Kitsap, for example) are providing it. The state did a study last year and it’s being reviewed, but one question, “do you add new service when WSF still has significant needs?” Vezina observed, “Interesting policy conversation going forward.”
–Why can’t you pay WSF fares with ORCA cards? Vezina noted that their fares are so much higher than other transit services (particularly vehicle/driver) that it just doesn’t work with the way ORCA functions.
If you want to watch and/or ask questions at the 6 pm meeting (questions are all in writing, no live voice or video of participants), register here. WSF promises to post meeting recordings to that page too.
Story and photos by Jason Grotelueschen Reporting for West Seattle Blog
If you live in or visit the Arbor Heights neighborhood, then you’ve undoubtedly noticed the limited number of sidewalks.
The $1.55 billion Seattle Transportation Levy (approved by voters last November) includes funding for the construction of 350 new sidewalk blocks in the city in the next eight years as part of the Sidewalk Development Program. Current plans call for 10-15 of those blocks to be built in Arbor Heights.
On Wednesday afternoon, neighbors of all ages met at Arbor Heights Elementary to embark on a walking tour led by representatives from the Seattle Department of Transportation (SDOT) to learn about sidewalk/walkway options, feasibility, opportunities and challenges, and to share feedback and perspectives with SDOT staff.
The event began at the school with a welcome and overview from SDOT staff, including deputy director of project development Brian Dougherty (speaking, below):
Dougherty and staff said the goal of the afternoon was to gather priorities for new sidewalks and walkability improvements funded by the transportation levy. Options for improvement include where to build sidewalks and walkways, plus related needs such as crosswalks, lighting, stop signs, and other traffic calming measures to improve accessibility and safety.
District 1 City Councilmember Rob Saka was also in attendance. He welcomed neighbors and thanked them for their participation, saying that the turnout was the largest crowd he’d seen at similar walks in the city:
Saka chairs the council’s Transportation Committee, and cited the citywide sidewalk gaps: “27% of neighborhoods across this city do not have a sidewalk on either side of their street,” but he said that the current pace of adding sidewalks has been far too slow. Saka said that Mayor Bruce Harrell proposed a significant sidewalk investment in the transportation levy, and that Saka “doubled that amount during Council deliberations” about the levy. He emphasized gratitude to voters.
Saka said that at least 20-22% of new sidewalks in Seattle are designated for our district (West Seattle/South Park/Georgetown/Pioneer Square and vicinity), but based on criteria adopted in the Seattle Transportation Plan (such as Safe Routes to School, equity, and transit proximity), D1 may receive “even more than that minimum.”
Dougherty gave quick introductions of SDOT staff (wearing bright orange vests):
The team talked about how feedback will be gathered for the project during the walks, via printed comment cards as well as notes taken by SDOT staff. Some staff members also had measuring tape and other tools, and would be gathering information during the tour about width of streets and right-of-ways and other data points.
They also had requests for the community: If you were on the tour but have additional feedback, submit it here. If you were unable to join the tour but have questions or comments about the idea, take a look at the Sidewalk Development Program website to learn more, and contact the team at levysidewalks@seattle.gov or 206-900-8718.
SDOT staff will be merging community input with their own staff notes, to identify 10-15 priority blocks to work on for sidewalk plans, initiate preliminary designs, and then will publish a summary report describing the list of prioritized blocks “within one to two months.”
They also added that for any feedback they receive that isn’t directly related to sidewalks but is still of interest to the neighborhood (such as traffic calming), they will be compiling and routing those to the proper teams and personnel for consideration.
SDOT staff then asked attendees to divide into two smaller groups, to walk two different routes through the neighborhood:
Group A (led by Dougherty and other staff), heading north/northwest to SW 98th St and back, between 37th and 39th Ave SW.
Group B (led by staff including Chris Kartheiser, who leads project development for new sidewalks), doing a loop east/south/southwest between SW 102nd and SW 107th, and 34th Ave SW and 39th Ave SW.
Staff emphasized that these were merely suggested routes, with flexibility to take detours based on resident requests, and they added that SDOT can return on later dates to assess additional locations, problem spots, bus-boarding areas on walkways, locations where asphalt walkways are being used for parking, and locations not reachable on this particular day for whatever reason (such as parked vehicles or construction). They also stressed that just because a block of Arbor Heights wasn’t included the tour’s walking routes doesn’t mean that it wouldn’t be under consideration for sidewalks/walkways — they chose the walking routes based on initial assessments and feedback, but are open to all ideas for all areas.
Each of the groups then gathered and went on their way. We started by tagging along with “Group B,” but before they departed, SDOT’s Diane Walsh, who works with the School Streets and Safe Routes to School programs, did a quick demonstration of tools that the team uses to capture on-site feedback, including a modified “periscope” allowing adults to get the perspective of young kids walking in the neighborhood and trying to navigate streets safely:
With that, Group B (which included Saka) was off and running (well, mostly walking, or on wheels) starting by taking 36th Ave north to SW 102nd St before looping east/south on 35th and 34th:
Kartheiser paused at various spots to talk about the city’s process for assessing the need and feasibility for walkways, including the factors that go into determining priorities:
He said there are a range of treatments used citywide including traditional concrete curb-and-gutter sidewalks, at-grade asphalt walkways, gravel shoulders, painted walking lanes, and in some places no formal walkway. The actual design choices implemented in each area depend on site conditions (e.g., steep drop-offs, drainage).
Some notes from Q&A between Kartheiser and the “Group B” walkers:
Approach based on current levy funding: Kartheiser said that with current funding levels, a typical/likely approach for a block in an area like Arbor Heights would be that a walkway would be constructed on one side of the street, while the opposite side would remain gravel with existing maintenance conditions.
Asphalt walkways being mistaken for parking: Residents reported drivers parking on at-grade asphalt walkways and suggested white striping to signal “don’t park there.” SDOT will assess locations during the walk and consider upgrades such as wheel stops or tree planting to “deter encroachment.”
Bus boarding on walkways: A resident said Metro described some asphalt areas as “not being a sidewalk,” leading buses to pull onto it for boarding, which is a safety issue for anyone using the area just to walk/stand. Kartheiser said they would definitely look at the specific locations to evaluate improvements and prevent bus operations on walkways.
Stop signs and traffic calming: Neighbors cited intersections with unclear or confusing right-of-way. Kartheiser said that SDOT has staff dedicated to traffic calming and signage, and that during today’s tours, staff would be capturing feedback from neighbors and sending it to those teams (for stop signs, speed humps, and related safety treatments).
Parking and stormwater trade-offs: A resident noted (and others agreed) that adding sidewalks, while generally a very positive thing, does come with tradeoffs to consider: Adding new impervious surfaces can add/change stormwater drainage patterns, and can create a loss of on-street parking where homes lack driveways or have multiple cars, for example.
Gaps near “jurisdictional edges”: A resident referenced sidewalk gaps around 30th Avenue, where the opposite side is in unincorporated King County (not Seattle), and there isn’t “connectivity” between the areas.
“Seattle Streets Illustrated” guidance: Kartheiser reference the design and planning guidance that is part of Seattle Streets Illustrated, which serves as a “right-of-way improvements manual” that the city uses as a standard. It helps define and explain right-of-way constraints, material choices (such as asphalt vs. concrete), use of wheel stops vs. curbs, maintenance considerations, and examples of similar treatments. The section of the guide that’s specific to sidewalks is here.
Kartheiser referenced the “six and six” standard, which essentially calls for (between the street and the residential/business property) a 6-foot width of pedestrian walkway, and a 6-foot width for landscaping and “furniture” (like benches or seating)
Many of the standards are based on a 60-foot width of the right-of-way; for narrower streets (e.g. a right-of-way of 40 feet) or streets where standards can’t be met for various reasons, then a “deviations process” is used, and things get removed from consideration, which can include things like parking lanes.
For non-arterials: Often, “wheel stops” are used as curb substitutes, with an asphalt walkway. Wheel stops are only installed into asphalt; not installed into gravel due to maintenance problems (such as sagging, and water erosion). SDOT had tried putting wheel stops into gravel in the past, but it did not perform well. Installation approaches include: Adding about a foot of asphalt to place wheel stops, or placing them within the existing roadway; and the new walkway would be asphalt.
For arterials: This can be where traditional concrete “curb and gutter” sidewalks are an option.
Material choice: Asphalt is used for almost all neighborhood yield walkways, unless part of the block already has a concrete sidewalk, in which case SDOT tries to match the concrete.
As Group B headed toward 35th, we hustled northwest to catch up with “Group A” on their walk, as they proceeded north on 37th, crossing the busy 100th St (which does have sidewalks in some stretches, unlike other areas of Arbor Heights, and serves a conduit for school buses and for Metro bus route 21/22).
Group A made its way northwest to the intersection of 39th Ave SW and SW 98th St, before looping back south:
Some notes from discussions between Dougherty and other SDOT staff and neighbors on the Group B leg of the tour:
Observed safety and accessibility issues: In some areas, bus stops on one side of the street are inaccessible. Parked cars force people to walk into the street to get around them; and of course the street is busy. In some areas, shrubs and landscaping are not kept trimmed, making the sidewalk “barely passable” (and in some cases, as noted by one neighbor, prone to create an environment for inadvertently walking through huge spider webs!)
Funding priorities and opinions: One participant shared his view that if limited funding requires making choices for which walkways and areas to prioritize, he would prefer to “add more new stuff” rather than putting a lot of money toward maintenance of existing areas, considering most of the current areas to be “functional enough to keep people out of the road.” Other residents agreed, but some were concerned that some areas would start to deteriorate (or already are), but there was consensus acknowledgment that the area still does need to improve.
Traffic patterns: Residents said that car traffic on the east-west through streets “feel fast and uncomfortable for walking.” For the north-south avenues, there was agreement that 39th is a key walking and bus route, and discussed design trade-offs among sidewalks, trees, parking, and lane configuration.
East-west through streets carry more/faster traffic than north–south avenues, making them less comfortable for walking.
98th St: Has narrow pavement, drivers move fast, especially during peak commute/school times. Some walkers divert to 100th to avoid 98th at peak times.
100th and 102nd streets stay busy all the time because they go through. For 100th St in particular, there was discussion among participants about whether street parking should be allowed at all, given the fact that it’s major bus route with lots of pedestrian traffic but also fast-moving car traffic.
99th St: Traffic lighter because it dead-ends at the bottom.
One neighbor wondered if putting sidewalks on any north-south avenues would be much of a “win,” because neighbors and kids have adapted to current conditions, and making lots of changes could have unintended consequences.
Traffic circles vs. stop signs: Residents said small neighborhood traffic circles “don’t really do anything” to slow drivers; people cut them (taking a 90-degree turn rather than going around) and sometimes leave junk/freebie items there, which isn’t good for visibility. Several residents indicated a strong preference for stop signs because they clearly indicate the right-of-way.
Crossings and bus stops: One resident suggested a crosswalk at 39th and 100th; lots of crossing there especially involving school kids and families, a bus stop on the corner, and it’s “a bit of a blind corner.” The existing crosswalk across 100th is further away but “doesn’t match where most people cross.” At that same intersection, it was mentioned that bus stop upgrades could be helpful, similar to improvements that were made at 37th and 100th, perhaps even included a shelter area. Other residents felt that 100th had become too car-centric for a neighborhood like this; it has some sidewalks but not enough, and adding a lot more crosswalks (every other street) would improve walkability, but others said that 100th is still an important traffic/bus conduit and has to be treated as such.
Sidewalk feasibility: Dougherty asked participants “which side should we build on?” as the group made some stops while walking south on 39th Ave. Preference was voiced for the “school side” (east) so children have one fewer street to cross. Dougherty reiterated the city standard: 6-foot wide sidewalk + 6-foot wide planting strip + parking at the curb (can narrow the sidewalk to about 4 feet in constrained spots to work around trees/obstacles).
Obstructions/utilities/trees: Stumps can be removed (even if they’re large); and larger trees can usually be worked around and accommodated, when building walkways. The city definitely wants to plant new trees on planting strips as part of these projects (planters/trees can provide “visual pressure” that calms traffic when sidewalks aren’t feasible). Trees visually narrow the street and reduce speeds; however, some worry added street trees could crowd existing front-yard trees, creating a “double row. Residents noted the corridor already has many mature trees and shade; some felt functionality (safe walking space) should take precedence where space is limited. Power poles also need to be accommodated.
Parking and lane configuration trade-offs: In the area, parallel parking on both sides is common; RV parking occurs in places. Dougherty asked about “one-lane versus two-lane” operations: if sidewalks and planting strips are added, then it narrows the street and (in some cases) creates narrow streets where it’s more difficult for two cars to pass each other going in opposite directions — he and other SDOT staff noted that, while sometimes inconvenient to have “pull over and let the other car pass” situations, it does become a means of effective speed reduction (staff noted that such streets typically keep speeds under ~20 mph). Tour participants had varying opinions on this, ranging from “yes, it’s worth it to slow traffic” to “I hate those narrow streets where only one car can pass; we should never do that here.” There were also concerns that restricting to one lane could shift traffic to adjacent streets during busy school hours. Dougherty said that in some cases the sidewalk or planting strip can be narrowed from the 6-foot standard, to avoid making the streets too narrow, and that we can retain two-way travel by removing parking on one side (keep trees and sidewalk on the school side).
School considerations: One resident suggested that SDOT staff should consider coming back to observe traffic and walking conditions during school drop-off/pick-up times, and consider a school-focused outreach event for parents and students.
Additional next steps and proposed actions: SDOT staff will measure street widths precisely to define what’s feasible in terms of making changes, and will develop sidewalk/walkway concepts for the area. On the “school side” (the east side, for north-south avenues) they could lean toward implementing standard 6’+6′ sections where possible. SDOT will compare options: one-lane with traffic calming vs. two-lane with reduced/omitted planting strip vs. removing parking on one side. Where sidewalks are not immediately feasible, teams can use planters/streetscape elements to visually narrow the roadway and calm speeds.
As reported here last night thanks to reader tips and photos, SDOT has just upgraded barriers on the Andover/28th/Yancy bike lane installed three years ago following a major RV-camp sweep. We followed up today as promised to ask if more work is ahead there – as the installation has some gaps – and to ask if any other West Seattle bike lane will get these barriers. Here’s the reply we received from SDOT’s Mariam Ali, accompanied by a photo:
The work you saw along Andover was part of our Better Bike Barriers (BBB) program — installing new wheelstop-style barriers to improve safety and comfort for people biking.
Our crews worked over the weekend to minimize weekday traffic impacts, and traffic control was in place. The Andover segment should wrap up within the next couple of days. You can find background and upcoming BBB locations on our public webpage: Better Bike Barriers Program.
SW Admiral Way from SW Spokane St to SW Olga St is included as a BBB project in your area, which we’re planning to deliver over the next year.
Thanks to Manuel for the photos! A reader asked us what SDOT workers were doing this weekend near 28th/Yancy, and his photos provide the answer – adding wheel-stop barriers to the bike lane installed three years ago.
The bike lane was installed not long after the city swept a six-year, multi-block RV encampment along Andover and 28th.
When we first reported September 24 on the all-way stop that appeared unannounced earlier that day at 44th/Oregon in The Junction, we promised to follow up with SDOT to ask what led to its installation, and if any others were on the way. Today we finally got the explanation from SDOT spokesperson Mariam Ali, who also acknowledges – as commenters had observed – that the signage was installed without accompanying alerts:
The City received strong feedback from community members concerned about pedestrian safety at this intersection, including a petition with 175 signatures in support of installing an all-way stop. After evaluating the location using our standard criteria — including traffic volumes, pedestrian activity, and proximity to the business district — it met the threshold for all-way stop control and was approved. Given the safety concerns raised and strong community support, we prioritized moving quickly once the intersection met the criteria.
The new stop signs were installed on Wednesday (9/24), and “Traffic Revision Ahead” signs were placed on Friday (9/26). We recognize the lag between installation and signage and are updating our process so that advance warning signs will be in place at the same time as new stop signs going forward.
No additional all-way stops are currently under evaluation in this area. However, SDOT welcomes community requests citywide — residents can use the City’s Find It, Fix It app or email 684-Road@seattle.gov to raise safety concerns at specific locations.
Back in May, SDOT held a walking tour in Highland Park (WSB coverage here) – one of several in West Seattle – to gather community input on where new sidewalks/walkways should be built with Seattle Transportation Levy money. Today, the department sent the results, in report format, including the map above, showing blocks that are going to “move into conceptual design.” The report explains:
In most cases, sidewalk or walkway will be designed on one side of the street. Sidewalks and walkways may be constructed from a variety of materials including paint, asphalt, concrete and barriers. Specific design treatments are decided based on factors including the space available on the street, drainage needs, existing infrastructure, impacts to parking, slopes, and estimated construction costs. Projects will be in construction between 2026 and 2029. We will be working closely with adjacent property owners as design progresses. Updates will also be provided on our project website. Project schedules will begin to be available as soon as the end of 2025.
They’re looking for feedback by next Wednesday (October 8) at LevySidewalk@seattle.gov – see the full report here.
Don sent that photo Monday, after noticing installation of the new school-zone speed cameras on Admiral Way for the return next year of Alki Elementary, once its new building is complete. That led us to check in with SDOT for the status of the new school-zone speed cameras that have been scheduled to start operation this year, on California SW near West Seattle High School (not far from Lafayette Elementary, too). SDOT spokesperson Mariam Ali‘s reply revealed that they’re likely to start with the southbound direction only:
The new southbound school zone speed camera on California Ave SW near West Seattle High School has been installed and is in final testing. We expect it to be activated in the coming weeks, though the exact date is still being finalized. Once activated, the camera will issue warnings only for the first 30 days after activation, with citations beginning after that period. SDOT will share information with the community when the camera goes live. Notices will be mailed to drivers during the warning period.
A northbound camera is also planned for West Seattle High but has been delayed due to underground utility conflicts. Our engineering team is working on a solution, and we’ll share an updated installation timeline once available.
SDOT also verified that the Alki Elementary-related cameras on Admiral Way are in place (as shown above) “but will remain inactive until the new school building opens, currently expected in 2026.” Five other school zones in West Seattle have ticketing cameras, listed here. Getting a ticket from a school-zone cam could cost you more than $200.
One day after pulling the third boat from Fauntleroy-Vashon-Southworth because of a ferry breakdown elsewhere, Washington State Ferries says it expects that the Triangle Route “will be on the two-boat schedule for the next couple of weeks.” But starting this afternoon, WSF is adding back an unscheduled third boat, the 64-vehicle M/V Salish. (Check the Vessel Watch tracker to see when it’s officially on the run.)
Because of system shuffling forced by the breakdown of a ferry serving Mukilteo-Clinton, the Fauntleroy-Vashon-Southworth route is down to two boats and will officially use the two-boat schedule this afternoon. The alert from Washington State Ferries says, “The first sailings today on the two-boat schedule will be the 12:35 p.m. Vashon to Southworth on the #2 Issaquah and the 12:40 p.m. Vashon to Fauntleroy on the #1 Kittitas. ” The two-boat schedule is linked from the WSF alerts page.
With the north stretch of State Highway 509 running past southeast West Seattle, you might be wondering what you need to know about the tolling that starts tomorrow on the newly opened southern “expressway” stretch. Jennifer emailed us after noticing what appeared to be a transponder on the Normandy Park exit, and wondered if that meant the tolling will go that far north. We took the question to WSDOT‘s Kris Olsen, who sent the map you see above, underscoring that only the green mile will be tolled starting tomorrow (and will remain the only tolled section for a few years):
Only the first mile of the new expressway is open. The first mile is between I-5 and 24th Avenue South, so that is the only portion that will be tolled right now.
The remaining 2 miles between 24th Avenue South and South 188th Street (the Normandy Park exit) won’t open until 2028 and that’s when tolling will begin in that section.
But even then, Olsen continues, the tolled section will go no further north than S. 188th:
It’s important to note that the existing sections of SR 509 (basically between the First Avenue South bridge and South 188th Street) will NOT be tolled. Starting in 2028, anyone who drives south on SR 509 must exit at South 188th Street if they do not want to pay a toll. If they continue south beyond that point, they will be tolled. The tolling gantries are located just west of the I-5 interchange.
Toll rates for the new one-mile expressway, starting tomorrow, are listed here.
(WSB photo from South Delridge walking tour last April)
SDOT‘s been doing a series of walking tours in areas that might get a few new stretches of sidewalks/walkways because of the Seattle Transportation Levy (we’ve covered Highland Park and South Delridge tours). Now they’ve just announced a tour in one of West Seattle’s most sidewalk-less neighborhoods, Arbor Heights. Here’s the announcement:
Want to see new safe places to walk in the Arbor Heights neighborhood? Thanks to the Seattle Transportation Levy we can build at least 10 blocks of new sidewalk or walkway in Arbor Heights. Please join us for a neighborhood walk and share with us where you would like to see new walkways and/or sidewalks.
Date: Wednesday October 8, 2025
Time: 5:00-6:30 pm
Location: Meet in covered area in front of Arbor Heights Elementary School at 3701 SW 104th St and then walk the neighborhood with us!
Just one week after Washington State Ferries announced a date for their fall online-only system-wide community meetings, they’ve changed it: The meetings are now set for 1 pm and 6 pm Tuesday, October 14. If you’d already registered for the original date, you’ll have to re-register for the new one; you can register for one or both (WSF promises duplicate content) right now by going here.
Thanks to Dave Townsend for the photo! Also happening right now, Outdoors for All is back in West Seattle with another chance to try adaptive cycling for free. They’re there until 2 pm “for folks to come out and ride the trike, tandem, or handcycle that works best for them. The event is for kids as young as 7 and adults, and there is no charge – just a short registration on-site”
Lots of hot topics for Washington State Ferries lately, including the restoration of three-boat service on the Fauntleroy-Vashon-Southworth route. Got a question? Concern? Comment? That and many other topics are up for discussion at WSF’s fall system-wide community meetings, happening online at 12:30 pm and 6 pm Thursday, October 2. WSF boss Steve Nevey says, “Each meeting will begin with a brief presentation about this summer’s increased service, our new vessel build program and recent changes here at WSF. Most of the time will be dedicated to answering questions.” You can register for one or both (WSF promises duplicate content) right now by going here.
Thanks for the tip. One week after SDOT told us they expected to reopen Fairmount Avenue beneath the Admiral Way Bridge before the holiday weekend – marking the completion of most work on the project to strengthen and preserve the bridge – they’ve done just that. Above are the SDOT “before and after” photos from beneath the bridge. The project page goes into details of what they’ve done during the construction closure. Fairmount has been closed to all traffic – including bicyclists, walkers, and runners – since July of last year. The topside was originally scheduled to have some full closures during the project, but SDOT found a way to avoid that.
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