Friday, February 5, 2016

Bike Master Plan Implementation Plan Changes: 2016

Tom of Seattle Bike Blog posts another Seattle Bike Master Plan Implementation Plan update. This is how it is different from what they said they'd do in the Fall 2015 BMP Implementation Plan:

First, a lot of stuff listed in 2015 in the previous plan that didn't get finished is listed in 2016 here:

  • Roosevelt Way south of 65th
  • University Bridge
  • N 34th (Fremont Ave to Phinney Ave)
  • Admiral Way
  • Dearboorn
  • Westlake Cycletrack

A few things are moved up to 2016 from later years:

  • The “Dexter Ave N” entry, which appears to stand for an inherently mediocre connection from the Westlake Cycletrack to Dexter an the Mercer underpass, moved up from 2017.
  • The “9th Ave N” entry (more on that later), moved up from 2018.

A few things are pushed from 2016 to later years:

  • 2nd Ave north of Pike Street is pushed back to 2017 (more later).
  • A PBL on Swift Ave S is pushed back to 2017 (more later).
  • The Broadway Cycletrack extension north to Aloha is pushed back to 2017.
  • The long Rainier Valley N-S Greenway is pushed back to 2017.

Some 2016 entries are a bit different than before:

  • The “6th Ave S” entry (from Forest Street to Spokane Street) is now listed as “SODO Trail”, and as a trail project instead of a bike lane. Perhaps this means they've found space to extend the trail next to the busway? In the original BMP project list this was a SODO Trail extension, and it showed up on 6th Ave S in the 2015 Implementation Plan.
  • The 2nd Ave Extension entry now shows up as “2nd Ave”. That's probably just a typo. More troubling: the southern extent has been cut back from Jackson to Main. That's a really important block!
  • The 9th Ave N route from the Westlake Cycletrack into downtown, moved up from 2018 to 2016, is extended westward from 7th to 2nd! That's awesome!
  • I'm not sure which previous entry corresponds to the “Central E-W Greenway” at all. Maybe it's one shown primarily along East Columbia in previous documents, which was on the 2017 list in the 2015 Implementation Plan.
  • The northward extension of the 2nd Ave PBL, pushed back to 2017, is now extended farther north, to Denny rather than just Broad.
  • The Swift Ave S PBL now extends from Albro to MLK, which I believe is the whole BMP corridor instead of the mere 20% of it originally in the Implementation Plan.

Finally, a few 2016 entries have disappeared.

  • Pike Street PBL. This was a stand-in for part of a downtown network that was supposed to be planned in 2015 but wasn't, and is now being held until after some new kind of “center city mobility” plan is completed.
  • 7th Ave. It's possible this isn't listed because it's already partially open, but it's only open to Virginia and the plan lists the route continuing all the way to Union.
  • Royal Brougham, west of Occidental Ave. It may have dropped off because of Deep Bore Tunnel delays. This area is super confusing at the moment.
  • NE 130th from the Interurban to 5th Ave NE. Maybe this is replaced by an entry for a greenway on 128th, from NW 8th to NE 1st... all the way out in 2019.
  • Some sort of work on the Holgate overpass of I-5 was previously listed as a “Catalyst Project” with a 2016 date, and does not appear on this list. I have no idea what this has ever meant.

I didn't look at 2017-2019 projects aside from these. There are 2020 projects listed for the first time, so I scanned those. Aside from stuff that's just pushed back from earlier years, they include:

  • An extension of the Pinehurst/15th Ave NE bike lanes from 125th to the city limits
  • A northbound complement to the one-way part of the Roosevelt PBL

Somehow they do not include extending the planned Airport Way route to the city limits, where a route into Tukwila is ready and waiting. Aside from the further delay to downtown network planning that's the thing I'm most disappointed in. The best news is that the 9th Ave N project, one of the connections between the Westlake Cycletrack and downtown, is both expedited and extended farther into downtown. In light of previous comments from SDOT where they seemed afraid to touch the streets at the south end of the cycletrack it's a pleasant surprise.

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