Beacon Bikes Appendix June 23

8/4/2019 Beacon Bikes Appendix June 23

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June 23, 2011

PREPARED BY:

Alta Planning + Design

PREPARED FOR:

Beacon BIKES

Beacon Hill Family Bicycle

and Pedestrian Circulation PlanAppendicies


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Appendix A

Summary of Public Involvement


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Introduction

This Appendix provides a summary of the two formal public engagement opportunities provided during the

project.

Transportation ForumThe Beacon Hill Family Cycling and Pedestrian Master Plan transportation forum was held on Saturday, November

20, 2010 at Beacon Hill International School from 9:30 to 12:30. The event was staffed by members of Beacon

BIKES and Kim Voros and Steve Durrant of Alta Planning + Design. Participants included staff from Beacon

Hill International School, members of Beacon BIKES, and approximately 20 community members. Translation

to several languages was provided.

After the workshop introduction, the consultant gave a brief presentation summarizing the benefits of

neighborhood greenway treatments and describing implementation tools (included in Appendix A). The

consultant facilitated a conversation based on principles discussed in the presentation. The conversation

included the importance of wayfinding signs, intersection treatments and pedestrian signals.

After the presentation, meeting attendees were invited to visit stations with maps showing the system of

proposed neighborhood greenways and preliminary treatment recommendations. The five stations provided

geographic coverage for the following areas within the neighborhood:

17th and 18th Ave South Neighborhood greenway

Beacon Hill Town Center, Library, and El Centro de la Raza

Kimball Elementary School and South Beacon Hill Connections

Jefferson Park, VA Medical Center, and Asa Mercer Middle School

Summary of Map Comments

General

Curb ramps (curb cuts) are missing in many places, including the town center and areas with older

sidewalks

17th/18th Ave South Neighborhood Greenway

Pedestrian actuated crosswalk at S Spokane Street and Lafayette Ave South

Recommended crosswalk at Forest Street and 15th Avenue South

Additional bike parking needed at 15th Avenue South and S McClellan Street

Beacon Avenue South and S Forest Street needs islands at crosswalks on Beacon Avenue. Bad cars go

around other cars who have stopped for peds Festival street treatments at S Lander Street should be extended west to 15th Avenue South

Need better pedestrian crossing at S Bayview Street and Beacon Avenue S

18th Avenue S neighborhood greenway segment on S Bayview Street is very awkward

Intersections on 18th Avenue S north of College Street are uncontrolled (no stop signs or signals) and

cars speeding E/W conflict with cyclists traveling N/S

Parked motor often block the MTS trailhead


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Beacon Hill Town Center, Library and El Centro de la Raza

Poor visibility from N bound stop sign at Bayview Avenue and 19th Ave S

Poor pavement quality on 21st Ave S south of S Forest Street

Poor sightline heading northbound on 18th Street at Stevens Street. Cars travel at higher speeds on

Stevens Street

Extend proposed neighborhood greenway network to include Lander Street (festival street), utilize

signalized crossing at 15th Ave S, roadway on W side of El Centro de la Raza and Bayview Street east

of Beacon Avenue

Beacon Avenue is too wide south of 14th Avenue S

Crossing needed at 15th Avenue S and Bayview St people often detour to use this crossing rather than

the signalized crossing at Beacon Avenue and 15th Avenue S

Kimball Elementary School and S Beacon Hill Connections

Need sidewalk along S Hinds St to connect pedestrians to Rainier Valley

Multi-use Trail in/along perimeter of golf course would be great

Need stairs in unmaintained S Hinds Street right of way between S Horton Street and 25th Ave S

Need SB climbing lane on southbound on Cheasty Boulevard S

Scary/vague crossing on 21st Ave S and McClellen

Spokane = scary on bike EB

Bicycle travel legal on Beacon Ave S and 15th Ave right?

High car speed at the following intersections:

o S Hanford St and 20th Ave S

o S Stevens St and 19th Ave S

o S Stevens St and 20th Ave S

o S Hanford St and 18th Ave S

Install speed bump on Hinds west of 23rdAve S? Need bike rack at Kimball Elementary

23rdAve S is a major car alternative route

Beacon Hill International School and North Corridor

14th Ave S between Beacon Avenue S and S Plum Street has very heavy pedestrian use improve

sidewalk width and visibility and remove chain link encroachments

Need access along Beacon Ave S to SODO!

Drop-off/Pick-up before and after school is unsafe crowded and frightening!

15th Ave S is terrifying between Beacon Ave S and Plum St due to traffic speeds

Crosswalk at 15th

Ave S and S Hill Street is not well signed. Need curb bulbs and better signs People dont stop at the intersection of 17th Avenue S and S Atlantic St

Need crosswalk at 15th Ave S and S Massachusetts St

Make island bigger at S Golf Dr and S Charles St

Sidewalk riding occurs SB on Golf Dr between S Charles St and 15th Ave S


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Jefferson Park, VA Medical Center and Asa Mercer Middle School

Shelton Street Connect Shelton to SEL ROW for bikes

Make this (Columbian Way and Beacon Ave S) bike friendly all way stop

Update center path for multi-use on Beacon south of Alaska St

Would like to use Columbian Way but too scary to bicycle anytime especially when climbing!

We like island where wait to cross (on Beacon Ave between park and golf course)

Cars travel too fast on Beacon Avenue between park and golf course

Add road diet and bike lanes on Spokane!

Dont use 23rdAve sharrows, cars too FAST and volume too high

Eastbound on Spokane hard to do, signalization break and turn and car volume and speed

Bike route on S Dakota street should continue through park east to Beacon Avenue

Need signs inside the park to direct people to Asa M & VA

Have cars back into parking

Need bike crossing at Lafayette Ave and Spokane St

How do we get across Columbian Way to 16th Ave S?

Need help here! (15th Ave S and S Oregon St)

Entry to McPhersons located at 15th Ave S, south of Oregon St. A lot of activity here.

Pedestrian nightmare (15th Ave S and Columbian Way near S Bradford St)

More bike and ped friendly access to #39 and #60 bus

Need sidewalks on Horton St Connector

Need Diversion (to eliminate westbound traffic) on Horton St connector

Summary of Written Comments

Install curb cuts on 14th S near town center @ McClellan, Forest, and Lander esp.

On 14th S between Bayview and Beacon Hill International School (BHIS) on W & E sides heavily

used pedestrian area (LARGE groups of young kids, Moms with strollers, kids on bikes on thesidewalks etc.) City has allowed encroachments into the ROW fences, gates, walls. The sidewalks

FEEL very narrow.

Crosswalks at LINK MUST be redesigned.

Curbs on S. College St.

Extend Pedestrian Plaza across Beacon Ave (Raised Crosswalk??) connects Red Apple, Bank of

America and Delite Bakery. Back in Angle Parking N of there?

Resident lives at 15th and Massachusetts. Too dangerous for kids to bike to BHIS, Jefferson Park,

Library or ANY where because 15th is too busy. If improvements are made he will consider allowing

kids to walk to BHIS.

Like 18th

Blvd for walking/ would have to carry bikes up to 15th

would use for JP and Library (stillneed to cross 15th)

Terrifying to ride on 15th

15th and College

o Has S Bound curb cut only on NE Corner needs westbound

o Has N bound curb but on SE corner need west bound


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o All west side of street has NO curb cuts. Need in all directions. Have to get off bike to get it

on sidewalk (I ride on sidewalk with my one year old because I do not feel safe on street on

15th.)

o Ride on sidewalk from 18th/Plum to Beacon Hill School. Zigzag to overcome elevation and not

have to get off and walk bike

Plum has no traffic calming between 17th and Rainier

18th is a good proposal but needs traffic calming

Make 18th safe

14th/15th Evaluate traffic #s to make safer possibly make 14th one-way southbound for a couple of

blocks

Traffic calming on 14th and 15th

Speeding on 15th

Potholes in bike lane south of McClellan on Beacon

12th and Golf Drive S. Bound on sidewalk dangerous to cross Golf to get to Mountains to Sound

Greenway

Commuter cyclists avoid 15th bike route in favor of 14th sidewalk to top of hill Divert all cars to 15th.Allow cyclist and buses.

Improve N/S Ped access on 14th South near BHIS at Walker and College

South Hill Street should be one way. Very dangerous with school pick-up and drop-off traffic

14th and College is very dangerous for bikes/peds cars trying to turn left from College arent looking

need a light here

Would like to be able to safely walk/bike to SODO, sports stadiums

Forest and Beacon Ave New Crosswalk gives a false sense of security to pedestrians. Lights are not

bright enough. West side parking is too close to crosswalk and obscures ped/bikes waiting to cross.

No signage to clearly signal ped crossing- Needs to be brighter, bigger and curb bumpouts would be

great, greater signage. Forest E/W is least steep way to climb the hill from 19th, 20th, 21st, 22nd, 23rd, etc and is low traffic

this is good to prioritize

21st Ave S. is a great N/S route to go N of Spokane and Spokane lane to top of hill is good connection

but it is a very bumpy ride. I actually prefer 22ndbecause of the road conditions (one lane road)

Turning right onto northbound Beacon from eastbound Forest has a no turn sign but I always ignore

it should add an except bicyclists sign if my route is legal

Translated input (Chinese/Cantonese):

o Not possible to safely walk and bike to school now with young kids. Parents would not let

kids ride to school in the next few years even with improvements

o

Barriers: cars dont stop/slow down near 15

th

Ave and Massachusettso Ideas for changes: Like to see more crosswalks to slow down cars. Or even stoplights.

o Liked idea to improve bike lane along 18th Ave all the way to Jefferson Park.

o Additional comment: bad idea to schedule meetings Saturday morning for the Chinese

community as most residents work at restaurant. Many go to work at 10 11 AM weekend.


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Love Your BIKE!On February 14, 2011, the complete draft system network recommendations were made available for public

comment at the Beacon Hill Public Library in conjunction with a presentation by Willie Wier. Approximately

30 members of the public were from Beacon BIKES, Beacon Hill residents, and interested residents of the

greater Seattle area. The response to the proposed improvements was generally favorable.

Attendees made the following comments:

Visibility problems on SE corner of 21st and McClellan

People pulling out of driveways at odd hours of day on 21st Street south of McClellan and north of

Forest may create challenging conditions for cyclists on bike boulevard.

There is a broken pipe on McClellan west of 21st Avenue South that ices over in winter and creates

a skid hazard for bikes and cars.

Connecting Stevens Place Triangle Park to the library will make it safer for pedestrians and

cyclists as they have fewer streets to cross. Cars stopping, or failing to stop and the irregular

intersection geometry increase the challenge for everyone at this intersection.

Additional Public CommentAdditional public outreach was conducted at several public events and through door-to-door sessions by

members of Beacon BIKES during March, 2011. A summary of feedback includes:

Beacon Ave and 14th Ave S

Comments Baja BistroRemoving parking would be a problem. Parking is necessary for:

Handicap access

Load/unload for deliveries

Staff liked everything else about the plan. Additional suggestions included:

Paint a crosswalk between the 15th/Beacon intersection and the 14th/Beacon intersection.

Pedestrians frequently cross Beacon between the Shell and 76 stations.

Since the west-bound traffic from Holgate to Beacon Ave S will be reduced to one lane due to the

left-turn only from Holgate to 14th, Oscar suggested having the block adjacent to the 76 be angled

parking. It would provide both parking and traffic calming, especially during rush hour. Currently,

both lanes from Holgate come through the intersection and form 2 lanes of traffic along that block.

Then, have to merge back together after crossing 15th. His suggestion is one lane of traffic with

angled parking.

Why is the bike lane along Beacon Ave to connect to 14th, instead of along 14th from Lander

through the Holgate/Beacon intersection. He would be happy with any traffic calming along that block.

Additional comments

Yes for bike lanes on Beacon. It would slow down the cars. Everyone drives too fast.

Yes for cycle track to the school. Like places just for bikes to go, no cars.

Yes for the crosswalk.


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We like the 14th Ave. bike boulevard. We live on 14th. We are OK with no cars southbound from

Beacon through 14th. Too many speeding cars. We need another traffic circle at 14th and McClellan.

Business owner near Hanford (retail): Yes for all bike lanes, boulevards and cycle track. We want a

cycle corral. El Centro should give some of their new parking spots to Frank (Lioes) so he doesnt

use so many spaces to park his clients cars on the street down on 14th.

Business owner near Hanford (restaurant): Dont take out parking to put in bike lane. Instead take

out median lane and put bike lane at sidewalk with parking buffer. We want a cycle corral near us.

Business owner near Beacon and 14th (restaurant): We need a load/unload and a handicap parking.

We want a bike corral out front. Support the intersection change, but to make room for the bike

lane, make the stretch of Beacon from 15th to 14th one lane each way and make parking on the west

OK all the time (right now there are two lanes 4-6). The cars go too fast. Slow them down. More

friendly for peds and bikes. We want bike customers. Put in a crosswalk right in front of the gas

station too. Support crosswalks across 15th. Would like more plantings too. Parking not a problem

in evenings.

Franks (Lioes): The car shops needs 20-30 spots to rotate their clients cars. They currently use

street parking for about two blocks. They have to move their cars parked across the street from 4-6. Sometimes they have to double-park in front or put them on the right-of-way. Sometimes clients

dont pick up their cars and they are abandoned out front. Not enough parking for them. They do

use two spots across the street on private property. There are about 8 legal spots on our side of the

street. Not sure whether it would work out to lease space from El Centro for client vehicles.

Would increase costs to customers for repairs. Do support putting in crosswalks to get across 15th

but wouldnt want to take out parking for bike lane.

Forest Avenue South/17th Avenue South & Beacon Avenue South

Beacon Hill Library Staff (3)

Vehicle speeds on Beacon are too fast

No real issues crossing/turning onto Forest from Beacon or 17th; major issues arise from people

trying to cross Beacon with fast traffic (especially with groups of children coming from El Centro

for events)

Many library patrons prefer to cross Beacon at McClellan since there is a signal; not enough cars

slow at the new crosswalk with pavement sensors

One staff member felt that if the access is limited at CL Auto on 17th and Beacon that drivers would

still turn onto 17th going the wrong direction

CL Auto Repair Staff (2)

Owner is in China; No comments

Private Residence

Drivers on Beacon travel too fast and very dangerous to cross at Beacon; proposed raised

crosswalks or speed humps north and south of the traffic islands on Beacon


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McClellan and 21st Avenue South

I knocked on most of the doors within a couple of houses of this intersection. Six residents answered the door

and ALL were very excited about the improvements. Not a single negative comment about the plan for the

intersection.

The only hesitation came when residents saw the crosswalks. Three people mentioned they weren't sure ifcrosswalks were a good idea because of the speed of the cars. When I stated that the crosswalks would be

raised, all three changed their opinions and thought they were an excellent idea. So, it appears that the

neighbors I talked to are only unanimously in favor of the sidewalks if they are raised.

Comment from neighbors:

How soon can this happen?

Do we need to sign or call to register our support?

It's about time something was done to make this intersection safer.

Yes for bike boulevards. I would use bikes more if we had an acceptable place to bike where car

drivers wouldnt yell at me. I dont ride my bike anymore here.

Yes for slowing down this intersection. Cars use it like a racecourse. I bike through it a lot and I

have almost been hit.

Columbian and Beacon Avenue

Yes for this change. Husband, sister, and brother-in-law ride here. We live nearby.

Yes for crosswalk, parking changes and crossbike.

Bradford and 15th Avenue crossing to Jefferson Park and bus stop

Yes. This should be easy with the light already there.

Yes for all crossings into the park


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Appendix B

What are Neighborhood Greenways


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major streets). A study in Austin, Texas predicted that the added bicycle traffic from the development of a

neighborhood greenway would result in an additional $96,000 to $274,000 in annual sales revenue.2

Why Cycling and Walking?Bicycling and walking are low-cost and effective means of transportation that are non-polluting, energy-

efficient, versatile, healthy, and fun. Everyone is a pedestrian at some point, whether walking to a parked car,

taking a lunch break, or accessing transit. In addition, bicycles offer low-cost mobility to the non-driving

public. Bicycling and walking as common means of transportation have been growing in popularity in the U.S.

Many communities are working to create balanced transportation systems by giving bicyclists more of an

equal share in the use of the roadway networks and by providing safe and pleasant walking accommodations.

Recent national surveys find that more people are willing to cycle more frequently if better bicycle facilities

are provided.

Improve Quality of Life

Another benefit of bicycling and walking is enjoyment and quality of life for the residents of Beacon Hill. Since

bicycling is among the most popular forms of recreational activity in the United States,3 substantial health

benefits result. This is especially true for the population over age 65, who particularly benefit from low-impactexercise.

Improve Safety

Safety concerns are another reason to improve bicycling and walking conditions in Beacon Hill. Fears about

safety have historically been the single greatest reason people do not commute by bicycle. 4 A Safe Routes to

School survey similarly found that 30 percent of parents consider traffic-related danger to be a barrier to

allowing their children to walk or bike to school (2004).

2Angelou Economics. (2010). Literature Review and Impact of the Bicycle Boulevard.http://www.ci.austin.tx.us/publicworks/downloads/bike_blvd_economic_study_042110.pdf3 Almost 80 million people walking and 36 million people bicycling for recreation or exercise nationally, and 27.3 percent of thepopulation over 16 bicycling at least once over the summer. (National Sporting Goods Association survey, 2003)4 Lou Harris Poll (2001)


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Appendix C

Summary of Existing Conditions


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13th Avenue

Intersection Characteristics

Intersection

No 24. Study Roadway Name 25. Cross Street Name 26a. Intersection Control Type

26b. Control Favors

Study Roadway

(e.g., stop signs

control traffic

crossing the bike

boulevard)

27. Curb Ramps at

Intersections

1a 13th Ave S Bike Boulevard 15th Ave S / S Dakota st.2-way stop / S. signalized pedcrossing yes yes 6/8

1b 13th Ave S Bike Boulevard 14th Ave S / S Dakota st. none no no

1c 13th Ave S Bike Boulevard S Dakota st. none no yes 2/8

1 13th Ave S Bike Boulevard S Nevada st. traffic circle yes no

1e 13th Ave S Bike Boulevard S Oregon st. N/S yield signs no yes 4/4

1f 13th Ave S Bike Boulevard S Snoqualmie st. E/W yield signs yes no

1g 13th Ave S Bike Boulevard Corson / S Snoqualmie st. none no no

1h 13th Ave S Bike Boulevard 12th Ave S / S Angeline st none no yes. All four corners

1i 13th Ave S Bike Boulevard 12th Ave S / S Ferdinand T intersection no


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Intersection

No 24. Study Roadway Name 25. Cross Street Name 26a. Intersection Control Type

26b. Control Favors

Study Roadway

(e.g., stop signs

control traffic

crossing the bike

boulevard)

27. Curb Ramps a

Intersections

1j 13th Ave S Bike Boulevard 12th Ave S / S Shelton st cross walk / traffic circle yes yes. 4/4

1k 13th Ave S Bike Boulevard 12th Ave S / S Hudson T intersection yes no

1l 13th Ave S Bike Boulevard 12th Ave S / Pearl st T intersection yes no

1m 13th Ave S Bike Boulevard 12th Ave S / S Dawson st none equal no

1n 13th Ave S Bike Boulevard 12th Ave S / S Bennett st none equal no

1o 13th Ave S Bike Boulevard 12th Ave S / S Lucile st stop sign Southbound no yes. 2/2


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Overview

Note: Segment number corresponds to intersection number. For example, if the study roadway is 16th Ave. S from S. Holgate St to S. Plum St, intersect

Seg

No 1. Study Roadway Name 2. From (Intersection 1) 3. To (Intersection 2) 4. Land Uses

5A. Existing

Bicycle Parking

5B. Bicycl

Parking

Descriptio

1 S Dakota 15th Ave S 13th Ave S Public/residential no NA

2 13th Ave S S Dakota st S Snoqualmie stResidential/Utilityright of way no NA

3 S Snoqualmie st 13th Ave S 12th Ave SResidential/Utilityright of way no NA

4 12 Ave S / S Corson st S Snoqualmie st S Lucile st

Residential/Public andPrivate ElementarySchools no NA

Roadway Characteristics

Seg

No

9.

Pavement

Quality

10. Drainage

Grate

11.

Motor-

vehicle

Volume

12A.

Bicycle

Volume

12B.

Description

of Bicycle

Count Time

Period

13A. Posted

Motor Vehicle

Speed

13B. Motor

Vehicle

Speed

14A. Number of

Reported

Collisions

14B. Time

Period of

Collision Data

15A. Sh

Roadw

Markin

1 good

bikefriendly/gooddrainage

lowADT

25 limit , un-posted

2 good


lowADT


3 good


lowADT


4 good


lowADT


5


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Pedestrian Amenities

Seg No

18A. Sidewalks

are complete

18B.

Sidewalk

condition

19.

Lighting

20. Pedestrian-

oriented Lighting is

Present

21A.

Public

Art

21B. Public

Art

Description

22.

Landscaping

23.

Landscaping

Maintenance

1 yes good good

2 yes good good

3 yes good good

4 yes good good

5


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14th Avenue


Intersection

No 24. Study Roadway Name

25. Cross Street

Name

26a. Intersection Control

Type

26b. Control Favors Study

Roadway (e.g., stop signs

control traffic crossing the

bike boulevard) 27. Curb Ramps at Intersecti

1 14th Ave. S. Bike Boulevard Beacon 4-way stop Equal 2 out of 4

3 14th Ave. S. Bike Boulevard Bayview None None None

4 14th Ave. S. Bike Boulevard Lander Traffic circle Equal None

5 14th Ave. S. Bike Boulevard McClellan Yield Yes None

6 14th Ave. S. Bike Boulevard Forest Traffic circle Equal None

7 14th Ave. S. Bike Boulevard Stevens None None None

8 14th Ave. S. Bike Boulevard Winthrop None No None

9 14th Ave. S. Bike Boulevard Hanford Traffic circle Equal None

10 14th Ave. S. Bike Boulevard Horton (end of BB) None Equal None

11 Hinds Death Zone Hinds Place None No None


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Overview

Note: Segment number corresponds to intersection number. For example, if the study roadway is 16th Ave. S from S. Holgate St to S. Plum St, interse

Seg No 1. Study Roadway Name 2. From (Intersection 1) 3. To (Intersection 2) 4. Land Uses

5A. Existing

Bicycle

Parking

5B.

Park

Des

1through

10 14th Bike Boulevard Beacon HortonMulti-family and single familyresidents no NA

11Hinds Death Zone (winding 2-block) 14th and Horton 15th and Hinds Single Family Residents no NA


Seg

No

9.

Pavement

Quality

10.

Drainage

Grate

11. Motor-

vehicle Volume

12A.

Bicycle

Volume

12B.

Description

of Bicycle

Count Time

Period

13A. Posted

Motor Vehicle

Speed

13B. Motor

Vehicle

Speed

14A. Number

of Reported

Collisions

14B. Time

Period of

Collision

Data

S

R

M

1 goodbikefriendly

Less than 850ADT Some I think it is 25 25-35 n

2 goodbikefriendly

Less than 850ADT Some I think it is 25 25-35 n


Seg No

18A. Sidewalks are

complete

18B. Sidewalk

condition 19. Lighting

20. Pedestrian-oriented

Lighting is Present

21A. Public

Art

21B. Public Art

Description 22

1 through10 yes good Residential no no Ye

11 No Non-existent Residential no no Ye


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BeaconBIKES - Video Tour

Proposed Facility:

14th Ave. S. Bike Boulevard (Beacon to near Hinds)

Date:

By: Dylan Ahearn, Frederica Merrell

Street Representative: Frederica Merrell, 2817 14th South

Elementary School Assignment Plan: Beacon Hill Elementary to Stevens Street, Kimball Elementary from

Stevens south.

Highlights

This section of 14th street is already used by bicyclists to travel north-south from Beacon Avenue to near

Spokane. In this portion of 14th, traffic is low (ADT 839). North of Beacon Avenue, 14th becomes a busy

arterial (ADT 4,936).

Seattle Department of Transportation (SDOT) Bike Master Plan calls this out as a bike route and has

suggested that southbound car access might be limited to calm traffic, maybe by making 14th one-way

between Bayview and Beacon, and blocking the southbound lane at Beacon.

East-west crossing feeds on 15th are challenging. Hanford has a flashing light and McClellan has a flashing

light. Forest connects to the library and is frequently used by pedestrians, but with great difficulty. Forest

also connects to the Viewpark on 12th. Lander is a narrow, dangerous, and busy east-west feed to multi-family

housing. Neighbors on 14th have talked about another traffic circle at 14th and McClellan. There are traffic

circles on Lander, Forest, and Hanford.

Tour Stops:

1. 14th and Beacon: Proposed southbound closure to cars

2. 14th and Bayview: Multi-family housing, New church, need for bike racks

3. 14th and Lander: Dangerous intersection

4. 14th and Forest: Route to 15th Ave. crossing to library

5. 14th and Hanford: Beginning of Kimball school route east-west

6. 14th and Hinds Pl.: Southbound connection to residential area west of 15th and south of Spokane.


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18th Avenue

Intersection Characteristics Proposed 18th Ave. South Bike Boulevard from I-90 to South SpokaNote: Segment number corresponds to intersection number. For example, if the study roadway is 16th Ave. S from S. Holgate St to S. Plum St, intersect

intersection 1b would be at Plum.

Intersection

No

24. Study

Roadway Name

25. Cross Street

Name

26a. Intersection

Control Type

26b. Control Favors

Study Roadway (e.g.,

stop signs control

traffic crossing the

bike boulevard)

27. Curb Ramps at

Intersections

28. Bicycle-

friendly

Intersection

Treatments Any ad

1a 18th Ave S.

Mts to SoundBike Trail SharedUse Bollards YES YES YES

4 wayEastbouLimited

1b 18th Ave S. S. Massachusetts Stop Signs on 18th NO ? YESLimitedArterial

1c 18th Ave S. S. State none N/A Limited

1d 18th Ave S. S. Grand none N/A Limited

1e 18th Ave S. S. Holgate none N/A Limited

1f 18th Ave S. S. Plum none N/A Limited

1g 18th Ave S. S. Hill none N/A Limited

1h 18th Ave S. S. Walker none N/A Limited

1i 18th Ave S. S. College Stop Signs on 18th NO YES Limited

1j 18th Ave S. S. Bay view none N/A

1k 18th Ave S. S. Waite none N/A

1l 18th Ave S. S. Lander none N/A Steep ri

1m 18th Ave S. S. McClellan Stop Signs on 18th NO YES Arterial

1n 18th Ave S. S. Forest none N/A

Right LibraryAve/Laf

1o 18th Ave S. S. Stevens none N/A

1p 18th Ave S. S. Hanford none N/A

Right Ave/LafAve BB

1q 18th Ave S. S. Horton none N/A

1r 18th Ave S. S. Hinds none N/A

1s 18th Ave S. S. Spokane Stop Signs on 18th NO

Bike LIntersecJefferso


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9.

Pavement

Quality

10. Drainage

Grate

11.

Motor-

vehicle

Volume

12A. Bicycle

Volume

12B. Description

of Bicycle Count

Time Period

13A. Posted

Motor

Vehicle

Speed

13B.

Motor

Vehicle

Speed

14A. Number

of Reported

Collisions

14B. Time

Period of

Collision Data

15A. Shar

Roadway

Markings

Medium.Macadam,chip seal,somepotholes.

most cornershave stormsewer grates low medium random

non-posted 25mph non-arterial 20-30 ? ? none

Good,concrete.Some cracksand heaving.

most cornershave stormsewer grates low medium random

non-posted 25mph non-arterial 20-30 ? ? none

Overview

Note: Segment number corresponds to intersection number. For example, if the study roadway is 16th Ave. S from S. Holgate St to S. Plum St, intersect

Plum St.

Seg No

1. Study

Roadway Name

2. From (Intersection

1)

3. To (Intersection

2) 4. Land Uses

5A. Existing

Bicycle Parking

5B. Bicycle

Parking

Description

6. Motor Vehicle

Parking Type

1 18th Ave South I-90 Mts to Sound Trail S. College St.

Residential,multifamily &single family N/A N/A

Willy-Nilly. Nocurbs, so neighborspark on plantingstrip, parallel, angle,back in, etc,sometimes acrosssidewalk.

2 18th Ave South S. College St. S. Spokane St.

Residential,multifamily &single family N/A N/A Parallel Parking


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18A. Sidewalks

are complete

18B. Sidewalk

condition 19. Lighting

20. Pedestrian-

oriented Lighting is

Present 21A. Public Art

21B. Public Art

Description

22.

Landscaping

23.

Landscaping

Maintenance

YES poor YESNo, just tall cobraheadstreetlights no no private homes private

YES average YESNo, just tall cobraheadstreetlights no no private homes private


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21st Avenue


Intersection

No

24. Study Roadway

Name 25. Cross Street Name

26a. Intersection

Control Type


Roadway (e.g., stop signscontrol traffic crossing

the bike boulevard)

27. Curb Ramps at

Intersections

28. Bicycle-frIntersection

Treatments

21st Ave S BB S Plum St.Yield signs on S Plumbilat N/A (no curb)

21st Ave S BB S Hill St. None N/A (no curb)

21st Ave S BB S Walker St. None N/A (no curb) roundabout

21st Ave S BB S College St. Stop signs on 21st bilatYes (sidewalks onCollege only)

21st Ave S BB S Bayview St. None (T intersection) 2 of 4

21st Ave S BB S Waite St.* None (T intersection) West curbs only

21st Ave S BB S Lander St.* None (T intersection) yes

21st Ave S BB S McClellan St.* Stop signs on 21st bilat yes

21st Ave S BB S Forest St.* None (T intersection) SE corner only

21st Ave S BB S Stevens St.* None (T intersection) NW corner only

21st Ave S BB S Winthrop St. None (T intersection) SE corner only

21st Ave S BB S Hanford St. None None roundabout

21st Ave S BB S. Horton St. None None

21st Ave S BB S. Hinds St. None None

21st Ave S BB S. Spokane StStop sign on 21st (Tintersection) yes

* These E-W streets alltake a jog at 21st Ave S,creating 2 T intersectionper cross street.


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Overview

Note: Segment number corresponds to intersection number. For example, if the study roadway is 16th Ave. S from S. Holgate St to S. Plum St, intersec

1b would be at Plum St.

Seg No

1. Study

Roadway Name

2. From (Intersection

1) 3. To (Intersection 2) 4. Land Uses

5A. Existing

Bicycle

Parking

5B. Bicycle

Parking

Description

6. Motor Vehicle

Parking Type

1 21st Ave S BB21st Ave S and S PlumSt.

21st Ave S and S CollegeSt.

Commercial, Retail,Manufacturing no N/A

None on-streePerpendicular anparallelimmediately ofstreet

2 21st Ave S BB21st Ave S and SCollege St.

21st Ave S and S BayviewSt.

Residential- singlefamily homes no N/A

None on-streePerpendicular anparellelimmediately ofstreet

3 21st Ave S BB21st Ave S and SBayview St.

21st Ave S and S SpokaneSt.

Residential- singlefamily homes no N/A Parellel both sides


Seg

No

9. Pavement

Quality

10.

Drainage

Grate

11.

Motor-

vehicle

Volume

12A.

Bicycle

Volume

12B.

Description

of Bicycle

Count Time

Period

13A. Posted

Motor

Vehicle

Speed

13B. Motor

Vehicle

Speed

14A.

Number of

Reported

Collisions

14B. Time

Period of

Collision

Data

15A. Shared

Roadway

Markings

1

N

S

R

M

1Good(asphalt) None None None N

2Good(asphalt) None None None N

3 Fair-Good(concrete) Bicycle hazard type (located immediately curbside incurrent parking zone) None None N


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Seg

No

18A.

Sidewalks

are

complete 18B. Sidewalk condition 19. Lighting

20.

Pedestrian-

oriented

Lighting is

Present

21A.

Public

Art

21B. Public

Art

Description

22.

Landscaping

23.

Landscaping

Maintenance

1 Absent Absent Street lights No No N/A No? No?

2 Absent Absent Street lights (W side only) No No N/A ResidentialPrivateResidences

3 Yes Above average (fairly even) Street lights (W side only) No? No N/A ResidentialPrivateResidences


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Beacon at 15th


Intersection

No 24. Study Roadway Name 25. Cross Street Name

26a. Intersection Control

Type


Roadway (e.g., stop signs

control traffic crossing the

bike boulevard)

27. Curb Ramps at

Intersections

8A South Beacon Avenue South Bayview StreetStop sign on the SW cornerof Bayview

(1) at NE cornerfacing Bayview; (1)at SE corner facingBeacon; (1) eastfacing Beacon

8B South Beacon Avenue 15th Avenue South 4-way signalSee attacheddiagram

8C 15th Avenue South South Bayview Street

Stop sign on the NE corner ofBayview (partially covered bya tree)

(1) on SE cornerfacing Bayview; (1)

on NE corner facingBayview; (0) on thewest side


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Existing Pedestrian Conditions - Golf Dr. South and 14th AveSouth/ 15th Ave South

Destinations: Lewis Park, Beacon Hill International School, Pac Med, the business district, Mountain-to-

Sound trail, (access to Jose Rizal Park probably wouldn't involve this intersection)

14th Ave S

The crosswalk on 14th Ave S is located between a parking garage entrance and the main entrance of the Pac

Med building. In addition to negotiating this traffic, there is a metro bus stop on the north side of the Pac

Med building where busses block the view of southbound traffic entering 14th Ave S. The number 36 and

number 60 busses continue south on 14th Ave S after the Pac Med stop. Visibility is also impeded by an

incline and curve in the road just before the crosswalk. There is an apartment building parking lot on the east

side of 14th Ave S with two exits and an entrance. Southbound vehicles use this parking lot for U-turns on

14th. Southbound traffic does not stop (except for the crosswalk) and drivers regularly speed through the

intersection. Additional vehicle traffic comes from northbound traffic on 15th Ave turning left to go south on

14th. This is almost a U-turn and because of turn and speed, this does not give drivers much time to prepare

for the crosswalk at 14th ave. There is a southbound bike lane that cuts through the intersection to continue on

to 15th. It has the green paint and arrows directing cyclists to continue on 15th. 14th Ave northbound traffic

has a stop sign at Golf Dr. S. Most vehicles use this to turn left (north) on Golf Dr S. This frequently backs up

traffic across the crosswalk. Sidewalks are ok.

15th Ave S.

Once across 14th Ave S., there is a small area to wait before crossing 15th Ave S. It is located at the tip of

where 14th and 15th merge and split. 15th Ave S. has an uphill bike lane in the southbound direction.

Northbound cyclists share the road with vehicles. Cars often use this area as an opportunity to pass the

cyclist on the left. Northbound cars will stop traffic in order to turn south on 14th. Cars often pass the

turning car on the right. Visibility is compromised by speed and topography. Pedestrians do not know if

southbound traffic will veer to 14th or continue on 15th. Speeding is common and cars rarely stop forpedestrians. Because of this, pedestrians must wait for a clear opportunity.


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Appendix D

Plan and Policy Review


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Bicycle Master Plan (2007)

The Seattle Bicycle Master Plan was adopted to improve conditions for bicyclists in Seattle. It defines a set of

actions, to be completed within 10 years, to make Seattle the best community for bicycling in the United

States. The Plan prioritizes an increase in citywide bicycle use through encouragement programs,

facility/infrastructure improvements, and secure funding sources for bicycle programs.

Seattles Bicycle Master Plan stresses the importance of integrating its recommendations and framework intoother city ordinances, plans, and guidelines (Action 4.9). This statement provides a foundation for localized

neighborhood planning efforts. By using established City goals and recommendations as a base, local planning

efforts may expand these objectives to address specific community needs as they relate to bicycle

transportation system development and improvement.

While the Bicycle Master Plan does not make explicit mention of the Beacon Hill neighborhood, its

designation as an Urban Village provides some direction in choosing appropriate bicycle facilities. For

example, a priority of the current Bicycle Master Plan is a system of signed bike routes to foster connections

between Urban Villages. The definition of a signed bike route under this Plan is routes that utilize multi-use

trails, neighborhood greenways, non-arterial roadways with low traffic volumes and speeds, and low-volume

arterial roadways with bicycle lanes. This definition offers some flexibility in the type of facilities that may beprovided in Beacon Hill, so long as they meet the specified criteria.

Design guidance for different facility types can be found in Appendix F of the Bicycle Master Plan. That Plan

specifies that the following actions be considered in order to develop a typical non-arterial street into a

neighborhood greenway:

Install pavement markings and signs to indicate that the roadway is a neighborhood greenway

Provide safe and convenient arterial crossings using traffic signals or other geometric

improvements

Use traffic control or traffic calming to reduce conflicts with other non-arterial cross-streets

Slow motor vehicle traffic on the neighborhood greenway using traffic calming treatments Limit the amount of motor vehicle traffic on the neighborhood greenway by managing traffic

movements in the surrounding area

Recommendations that are specific to Southeast Seattle and relevant to Beacon Hill include

Extending the Chief Sealth Trail north across I-5 to Downtown

I-5/1-90 crossings (S Albro Place, S Lucille Street, S Holgate Street, S Columbian Way, and 12th

Avenue S)

Bicycle access and wayfinding to new Sound Transit Stations

Development of a new multi-use trail in the I-5 corridor

Completing the Mountains to Sound Greenway, including the multi-use trail connection across

the I-5 and I-90 interchange Identifying and improving east-west routes

Transportation Strategic Plan Update (2005)

One of the key themes identified was to Provide Mobility and Access through Transportation Choices. The

TSP notes that, Most people will not routinely use alternatives to driving alone unless they have viable

choices that provide advantages in terms of travel time, cost, reliability, and convenience. A balanced, well-

designed transportation system that allows people to get around by transit, bicycle, and walking is critical to


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making livable communities. Making all transportation modes efficient and effective choices for travel is also

important for people who cannot or choose not to drive, including people with disabilities.

One of the driving Transportation Principles states: Cars will continue to be an important part of Seattles

transportation system. While recognizing that some trips will be made by car, lessen the dependence on the

car for all trips. Strive for a more balanced transportation system by giving people viable alternatives to

driving alone, including transit, bicycling and walking.The SDOT Transportation Strategic Plan (TSP) provides direction for the accelerated provision and

maintenance of a comprehensive bicycle network through improved safety and access to Urban Villages,

schools, and the Urban Trails System, as well as through bicycle education and promotion. A key goal of the

TSP is the routine accommodation of bicycle facilities as a component of all SDOT reconstruction,

channelization, resurfacing, and paving projects, as well as other capital investments that affect Seattles right-

of-way.

Seattles Comprehensive Plan (2005)

The guiding vision for the city includes the establishment of the Urban Village Land Use Strategy and the

Urban Trails System. Relevant goals and policies include: TG2: Manage the street system safely and efficiently for all modes and users and seek to balance

limited street capacity among competing uses

TG3: Promote safe and convenient bicycle and pedestrian access throughout the transportation

system

TG4: Promote adequate capacity on the street system for transit and other designated uses

T6: Allocate street space among various uses (e.g., traffic, transit, trucks, carpools, bicycles,

parking, and pedestrians) to enhance the key function(s) of a street as described in the

Transportation Strategic Plan.

TG15: Increase walking and bicycling to help achieve City transportation, environmental,

community and public health goals. TG16: Create and enhance safe, accessible, attractive and convenient street and trail networks that

are desirable for walking and bicycling.

TG30: Improve mobility and safe access for walking and bicycling, and create incentives to

promote non-motorized travel to employment centers, commercial districts, transit stations,

schools and major institutions, and recreational destinations.

TG31: Integrate pedestrian and bicycle facilities, services, and programs into City and regional

transportation and transit systems. Encourage transit providers, the Washington State Ferry

System, and others to provide safe and convenient pedestrian and bicycle access to and onto

transit systems, covered and secure bicycle storage at stations, and especially for persons with

disabilities and special needs. TG36: Promote safe walking, bicycling, and driving behavior through education, enforcement and

engineering design, in order to provide public health benefits and to reinforce pedestrian, bicycle

and motorist rights and responsibilities.


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Seattle Pedestrian Master Plan (2009)

The Seattle Pedestrian Master Plans explicit goal is to make Seattle the most walkable city in the nation. A

walkable city is defined as one where there is enjoyable space to walk, properly maintained pedestrian

facilities, destinations within walking distance, pedestrian accessible connections to transit, and places of

respite for conversation and connection.

To help Seattle achieve its vision of a truly walkable city, a number of specific objectives and strategies weredeveloped. These include:

Objective 1: Complete and maintain the pedestrian system identified in the Pedestrian Master Plan

o Strategy 1.1: Fund new improvements and maintenance programs to promote walking

Objective 2: Improve walkability on all streets

o Strategy 2.1: Create and maintain a walkable zone on all streets to enable a clear pedestrian

path of travel

o Strategy 2.2: Improve pedestrian access to major destinations

Objective 3: Increase pedestrian safety

o Strategy 3.1: Maintain pedestrian visibility at intersections

o

Update guidelines for crossing treatments Enforce "no parking" restrictions at intersection approaches

Improve pedestrian lighting at intersections

o Strategy 3.2: Improve crossing conditions, especially in areas with high pedestrian demand

o Develop and maintain short block lengths to maximize pedestrian crossing opportunities

Provide short and direct pedestrian crossings

Implement and evaluate enhancement and enforcement programs

Encourage transit providers to locate transit stops close to signalized intersections

Evaluate current signal timing practices and revise, as needed, to balance pedestrian

crossing delay and demand with full intersection functionality

Adopt and install signal technologies and systems that reduce barriers to walking aswell as conflicts between pedestrians and motorists

o Strategy 3.3: Manage vehicle speeds to support and encourage walking

Increase enforcement efforts to control motorist speeds

Employ traffic calming measures, based on assessments of need, on both residential

and arterial streets

Evaluate design speed as part of all corridor projects

Objective 4: Plan, design, and build Complete Streets to move more people and goods

o Strategy 4.1: Allocate and design Seattles rights-of-way to support Complete Streets principles

Objective 5: Create vibrant public spaces that encourage walking

o

Strategy 5.1: Create an appropriate mix of uses and destinations within neighborhoodso Use land use and zoning tools to encourage and support pedestrian-friendly growth and

development

o Strategy 5.2: Reclaim and activate public spaces

Design and permit public spaces so they are active, accessible, welcoming,

connected, and unique

Develop a public space network in the Center City and other neighborhoods that

connects open spaces and areas of high pedestrian demand


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Integrate public spaces with adjacent businesses

Develop guidelines for car-free and shared space streets

Encourage at-grade crossings whenever possible to support pedestrian activity at

the street level

o Strategy 5.3: Expand the use of pedestrian-scaled lighting

Objective 6: Get more people walking for transportation, recreation, and health

o

Strategy 6.1: Promote the benefits of walking as part of citywide sustainability and equity

initiatives and through new and expanded programs

o Strategy 6.2: Foster communication to support pedestrian travel

b. Expand pedestrian wayfinding and walking map programs citywide

North Beacon Hill Neighborhood Plan (1999)

The North Beacon Hill Neighborhood Plan states a clear need for increased pedestrian safety in the Urban

Village. Specifically, crossings of Beacon Avenue are a concern for pedestrians due to the diagonal orientation

of the roadway in an otherwise traditional north-south grid. This has the effect of lengthening crossing

distances at intersections that are commonly without a marked crossing. The transportation section of the

Plan provides specific recommendations for improving the pedestrian environment at many key intersections.

The Traffic Calming and Bicycle Circulation section of the Plan mentions problems with speeding motorists

and motorists cutting through neighborhoods on local streets as negative impacts to the neighborhood. An

increasing interest in bicycle transportation on behalf of Beacon Hill residents has led to the designation of

several bike routes within the neighborhood. The Neighborhood Plan suggests building upon these

established bike routes by developing bike lanes and/or routes along three key segments:

Along the I-5 greenbelt

Along Cheasty Blvd between Beacon Ave S. and Martin Luther King Jr. Way S.

Along the Seattle City Light Transmission line right-of-way.

These improvements would benefit existing bicyclists and encourage more Beacon Hill residents to choose thebicycle as a transportation mode.

North Beacon Hill Neighborhood Plan Update (2010)

The North Beacon Hill Neighborhood Plan Update builds upon the foundation that was laid in 1999 with the

original neighborhood plan. The update contains expanded goals and strategies that seek to maintain cultural

and historical roots while providing increased access and amenities for pedestrians, bicyclists, and transit

users. The following goals and policies relate specifically to enhancing healthy and active transportation

options.

Goal 5: An Urban Village that is a pleasant place to walk, with good access to alternative

transportation; where lively, friendly and safe streetscapes encourage pedestrians and bicyclistsand where roadways are seen as public access for walkers, bicycles, and buses as well as cars.

o 5.A. Enhance pedestrian safety along key streets within the Urban Village and discourage

projects that could hinder pedestrian access. (NBH-P9 and NBH-P10 amended)

o 5.B. Use the Pedestrian Master Plan, which recognizes the importance of Beacon Avenue, as a

tool for identifying and prioritizing pedestrian improvements. (NBH-p19 amended)


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o 5.C. Use the Bicycle Master Plan, which recognizes the importance of Beacon Avenue, to

identify and prioritize and improve bicycle connections to downtown, Jefferson Park and

Rainier Valley. (NBH-p19 amended)

Draft /Recommended Strategies

1. Implement specific Southeast Transportation Study (SETS) Projects:

a.

#4: Add a missing sidewalk link along Beacon Ave S at S McClellan St to provide a continuoussidewalk through the landscaped island.

b. #6: Improve safety at the intersection of Beacon Ave S and S Stevens St.

2. Complete a conceptual design for Beacon Ave S from the town center to S Spokane St; working

within the existing right-of-way. Consider extending the median north along Beacon Ave S, planting

street trees, providing opportunities for sidewalk cafs, and other features such as bike lanes, street

furniture, and pedestrian lighting, within the existing right-of-way.

3. Provide benches at regular intervals along streets in the station areas, at bus stops, and along major

walking routes (e.g. Beacon Avenue). Consider implementing an adopt-a-bench program.

4. Explore the option of a traffic reroute that would redirect through traffic off Beacon Avenue S in the

commercial center.Consider rerouting through-traffic from Beacon Ave S to 15th Ave S at S McClellan St and back to

Beacon Ave S at the 15th Ave S intersection. By reducing traffic on Beacon Ave, the Beacon Ave

streetscape would be made more appealing for pedestrians and bicyclists and still be able to

adequately accommodate transit. A traffic-calmed Beacon Ave S would most likely promote further

streetscape improvements.

5. Consider transforming existing alleys into a pedestrian network that would link key civic

destinations with the surrounding residential area.

6. Pursue opportunities to underground utility wires in the neighborhood.

Seattle Complete Streets Policy (Ordinance 122386)Seattle City Council unanimously passed the Complete Streets ordinance in 2007. The ordinance mandates

that the design of city streets and transportation projects account for the needs of all roadway users.

Specifically, designing, operating and maintaining the transportation network to improve travel conditions

for bicyclists, pedestrians, transit and freight in a manner consistent with, and supportive of, the surrounding

community.

To achieve this goal, the ordinance specifies that transportation improvement projects include facilities and

amenities known to be beneficial to pedestrians, bicyclists, and transit users. Facilities such as street and

sidewalk lighting; pedestrian and bicycle safety improvements; access improvements for freight; access

improvements, including compliance with the Americans with Disabilities Act; public transit facilities

accommodation including, but not limited, to pedestrian access improvement to transit stops and stations;and street trees and landscaping.


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Southeast Transportation Study (2008)

The Southeast Transportation Study is a collection of 70 project and policy recommendations that have been

developed to aid with the implementation of Seattles larger Comprehensive and Strategic Transportation

Plans. Focusing specifically on the needs of Southeast Seattle residents, the transportation improvement

projects that were developed for the community seek to:

Greatly improve safety for all travelers, reduce collisions and reduce the human toll of injuries andfatalities

Strengthen neighborhood business districts so that surrounding residents can meet more of their

daily needs within walking distance of their homes

Make walking, biking, and transit safe and convenient

Maintain current capacity to meet todays needs, and reduce delays at critical intersections, while

meeting the challenges of growth primarily by strengthening opportunities to walk, cycle, and

take transit.

The Beacon Hill neighborhood possesses a series of attributes that make meeting transportation and other

community goals plausible. These include:

Beacon has right-of-way to accommodate vehicles, transit, bicycles and pedestrians Traffic volumes are moderate

Sidewalks are wide enough for todays use, but may need to be improved for future demand

Parking is ample, both on- and off-street

Existing bus service is frequent and includes some of the most used routes in the region

Some of the constraints associated with the Beacon Hill neighborhood are:

Beacon cuts across the street grid at an angle, creating wide intersections that are difficult for

motorists, pedestrians and bicyclists to navigate.

Some blocks have multiple curb cuts, and parking lots abut corners, creating conflicts between

vehicles and people walking and bicycling.

There are no bicycle lanes or sharrows

Traffic on 15th Ave. S. moves quickly through the business district

Public schools need safe walking routes

North Beacon Hill Urban Design Framework, Final draft for discussion only (2011)

As a final draft of the Urban Design Framework was not available, the final discussion draft was reviewed for

consistency with this Plan document. The primary objectives of the Urban Design Framework are:

To provide a blueprint for enhancing and strengthening the neighborhoods town center

To further develop and refine key actions identified in the 2010 update of the North Beacon

neighborhood plan To assist and inform the Seattle City Council in their decisions related to land use and the built

environment


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The document describes in detail the proposed enhancements to the urban environment in and around the

designated town center, with a focus on treatments that support walking and cycling for transportation and

recreation. Specific actions and design considerations that relate to this plan and strengthen the

recommendations include:

Proposed cycle tracks on Beacon Avenue south of the town center

Proposed dead ending of 17th Avenue South at Beacon Avenue and Forest Street

Proposed extension of the Lander Festival


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Appendix E

Design Guidelines


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Beacon BIKES Neighborhood Greenway DesignGuidelines

These design guidelines are intended to provide citizens, planners, engineers, and decision makers with

information on the benefits and function of neighborhood greenways, typical design treatments, and

considerations for their use. These design guidelines provide a common language for discussion andconceptual neighborhood greenway planning. Implementation of the treatments recommended in these design

guidelines should include relevant traffic and engineering studies.

The Seattle Bicycle Master Plan (2007) defines neighborhood greenways5 as non-arterial streets that are

designed to allow bicyclists to travel at a consistent, comfortable speed along non-arterial roadways and to

cross arterials conveniently and safely. While the Plan did not identify any streets in Beacon Hill for

neighborhood greenway improvements, several streets were identified as shared roadways, including

portions of Beacon Avenue South, 12th Avenue South, and 15th Avenue South.

The system of neighborhood greenways proposed in the Beacon Hill neighborhood is intended to promote and

provide safe, comfortable, and convenient traveling conditions for people of all ages who want to walk and

bike to destinations within the neighborhood. These neighborhood greenways in turn, provide connections to

facilities proposed in the Seattle Bicycle Master Plan that connect Beacon Hill to other Seattle neighborhoods.

5The 2007 Seattle Bicycle Master Plan references neighborhood greenways as bicycle boulevards. Seattle has more recentlyadopted the term neighborhood greenway to be inclusive of pedestrian enhancements on local roadways.


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52/94

50

general, a speed differential between motor vehicles and cyclists of no more than approximately 15 mph is

desirable to reduce conflicts. Where these speed and volume conditions cannot be achieved, other measures

can increase cyclist comfort (such as providing a bicycle lane in areas with higher motor vehicle volume), or a

more circuitous route can be provided, which would appeal to less-comfortable riders.

An existing street that meets these operational characteristics may naturally stand out as a neighborhood

greenway candidate and may only require the installation of design elements that maintain existing motorvehicle speeds and volumes. However, a street with higher motor vehicle speeds and volumes may also be

retrofitted with traffic calming and traffic reduction design elements that intentionally lower the speed and

volume of motor vehicles using the roadway. The second option may be preferable if it improves connectivity

to key destinations or provides a less circuitous route for cyclists. Communities are also likely to discover that

the presence of cyclists along the completed greenway combined with good traffic calming measures may

further reduce motor vehicle speeds as motorists adapt to sharing the street with other roadway users and/or

choose other routes.

Additional operational considerations include the frequency of intersections and motor vehicle turning

movements along the route. Attention to these areas when planning the neighborhood greenway can highlight

areas of potential conflict between motorists and cyclists, allowing them to be properly addressed or avoidedentirely.

Neighborhood Greenway Application Levels

Based on the operational characteristics of the road, different treatments may be appropriate to facilitate

bicycle travel along a boulevard. These treatments can be grouped into levels, based on impact to motor

vehicle traffic, as shown in Figure 3. Corridors targeted for higher-level treatments should generally also

receive relevant lower-level treatments. For instance, a street targeted for Level 3 applications should also

include Level 1 and 2 applications as necessary.


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Figure 3. A

plication of nei hborhood greenway treatment levels

51


54/94

52

Level 1

Design S

Signsdesti

in ro

Signsthe r

(MU

oran

used.

Signsfamil

expe

Treatme

Identifica

Also know

and motor

signs typic

The use of

B.C. is an e

introducin

Wayfindi

Wayfindin

to destina

universitie

multiple r

below).

time can

increasing

See also A

Urban Bik

Signing

ummary

identify route

ation and dis

d conditions

should be con

gion; colors r

TCD) for regu

e, etc.) are no

brand the n

iarity among c

ted on these f

ts

tion Signs

n as confirma

ists that they

ally include a

modified stre

ffective way t

g a new sign.

g Signs

g signs provid

ions includin

s, and other bi

utes intersect

ayfinding sign

ispel commo

users comfor

pendix G of t

eway Design

s to both bicy

ance informa

s needed.

sistent in con

served by the

latory and wa

recommende

eighborhood g

yclists and mo

acilities.

tion signs, ide

re on a neighb

icycle logo or

t signs such as

provide iden

e direction, di

commercial d

keways. Wayf

and at key bic

s displaying d

misperceptio

and accessibi

he Seattle Bicy

uide for addit

lists and mot

ion, and warn

ent, design, a

Manual on Un

ning road sign

. Green and p

reenway netw

torists with tr

ntification sig

orhood green

neighborhood

in Berkeley,

ification of th

tance and/or

istricts, transi

inding signs a

yclist decision

stinations, di

ns about time

ity to the bou

cle Plan (2007

ional wayfindi

rists, provide

users about c

d intent thro

iform Traffic

s (red, yellow,

urple are com

ork, fostering

affic condition

s remind cycl

ay. Identifica

greenway bra

A and Vanco

e route witho

stimated trav

t hubs, school

e placed whe

points (See F

tances and ri

and distance

evard networ

) and the NA

ng guidance.

Ide

moto

Stre

t

Wayf

anges

ghout

evices

,

only

s

ists

tion

nding.

ver,

t

el time

and

e

igure 3

ding

hile

.

TO

ntification sign

rists that they a

gree

et signs can be

hat the street i

gree

inding signs ca

about travel ti

inform cyclists

re on a neighb

nway.

modified to ind

a neighborho

nway.

provide infor

e and distanc

and

rhood

icate

d

ation

.


55/94

Warning

Warning s

bicyclists

traffic circ

generators

signs shougreenways

igns

igns advise m

as well as war

es. These sign

such as schoo

ld also be placto alert moto

ayfinding Signa

torists to sha

ning about pe

s are especiall

ls, parks and o

ed on major stists of bicyclis

ge Placement al

re the road a

estrian crossi

useful near m

ther activity c

eets approacht crossings.

ong a bicycle bo

d watch for

ngs, bumps, a

ajor bicycle tr

enters. Warni

ing neighborh

ulevard (NACTO

d

ip

g

ood War

)

ing signs indic

cond

te a change in

itions.

53

traffic


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54

Level 2

Design S

Pavemcyclis

MarkiTreatme

Direction

Directiona

along a nei

designated

bicycle sy

30) markiWhen a ne

intersectio

provided t

an automo

the center

On-Street

Delineatin

indicates

parking th

maintainin

vehicles w

maneuver

use of on-s

areas.

Centerlin

Automobil

stripes for

other usin

for the subnot stripin

increase s

in conjunc

Neighbo

ummary

ent markings

s and drivers

ngs encourage

ts

l Pavement

l pavement m

ghborhood gr

route. Marki

bols placed e

gs.ighborhood g

ns), additiona

guide cyclist

bile cannot pa

of the travel la

Parking Deli

g on-street pa

here a vehicle

eir vehicles to

g a wide enou

hile minimizin

round parked

treet parking

Striping Re

es have an eas

the majority o

the full widt

ject street to bg the centerli

eeds, and add

tion with this

hood Gre

identify the ro

nd provide w

proper positi

Markings

rkings (also k

enway and rei

gs can take a

ery 600-800 f

eenway follo

l markings acc

s through turn

ss a cyclist wi

ne.

neation

king spaces w

should be par

far into the a

gh space to sa

g the need to s

cars. Delineat

y maximizin

oval

ier time passin

f the block len

of the street,

e a successfule reduces mai

tional treatme

treatment.

nway Pa

adway as a nei

yfinding and

ning in the ro

nown as brea

nforce the no

ariety of form

eet along a lin

s several stre

ompanied by

s. On streets

hin one lane o

ith paint or ot

ked, and can d

djacent travel

ely share a tra

werve farther

ed parking sp

the number o

g cyclists on r

gth. If vehicles

it is likely tha

neighborhoodtenance costs

nts such as tr

ement M

ghborhood gr

raffic guidanc

adway.

dcrumbs) lea

ion that they

s, such as sma

ar corridor or

ts (with mult

irectional arr

ith narrow la

f traffic, place

her materials

iscourage mo

ane. This help

el lane with

into the travel

ces also prom

f spaces in hig

ads without

cannot easily

there is too

greenway. In. This treatme

ffic circles sh

rkings

enway for

e.

cyclists

re on a

ll (12-24)

large (6 by

ple turns at

ws are

nes where

stencils in

learly

orists from

s cyclists by

oving

lane to

ote efficient

h-demand

enterline

pass each

uch traffic

addition,nt may

uld be used

Bike dots a

indicate neigh

and can inclu

Pavement

O

Example of

de

re used in Seatt

borhood green

e directional ar

arking in San

ispo, CA.

on-street parki

lineation.

le to

ways

rows.

uis

ng


57/94

Level

Design S

To enbicyclinters

Treatme

Stop Sign

Uncontrol

may not b

designated

Where sto

bikeway tthrough-b

time and e

to non-co

routes. If s

treatments

bicycle bo

provides g

High-Visi

Crosswalkcenters wi

commerci

along the c

making th

Bicycle Fo

A second s

street than

cross a str

treatments

of crossin

fewer than

: Neighb

ummary

ourage use of

e travel time bction crossin

ts

on Cross-Str

led intersectio

watching for

bikeway sho

p signs are fac

stop the croscycle connect

nergy expendi

pliance by bo

everal stop sig

should be co

levard. MUT

idance for w

ility Crossw

s may be marth large amou

l areas. Cross

ross street, all

crossing.

rward Stop B

top bar for cy

the drivers s

et. This treat

(i.e. curb ext

design. They

25 percent of

rhood Gr

the bikeways

y eliminatings by improvin

et

ns are dangero

cyclists. At a

ld be stop con

ing every othe

s streets shoulvity and mom

ture due to fre

th cyclists and

ns are turned

sidered to pre

D Section 2B

en to use a ST

lks

ed to improvets of pedestri

walks are ofte

owing cyclists

ar

lists placed cl

op bar increas

ent is typical

nsion) to enc

re appropriat

motorists ma

enways a

nd improve c

nnecessary stg visibility.

us for bicyclis

inimum, all i

trolled.

block, turnin

d be considereentum. Stop si

quent starting

motorists ali

long a corrido

vent excessive

.04 Right-of-

OP sign.

visibility, parn activity suc

combined w

to move furth

ser to the cen

es the visibilit

y used with o

urage cyclists

e at unsignaliz

e a right turn

t Minor U

clists safety,

ops and impro

ts because cro

tersections al

g signs along t

d to maximizegns increase c

and stopping,

e, and/or use

r,traffic-calm

vehicle speed

ay at Interse

icularly near aas schools or

th curb exten

er into the roa

terline of the

y of cyclists w

her crossing

to take full ad

ed crossings

movement.

signalize

St

visi

B

reduce

ving

ss-traffic

ong a

he

ycling

leading

f other

ing

s on the

tions

ctivity

sions

d before

ross

aiting to

vantage

here

Intersec

p signs effectiv

along bicy

High-visibility

ibility of cyclists

bicycle

icycle forward

yclists to wait

vi

ions

ely minimize c

le boulevards.

rosswalks incre

crossing a stre

boulevard.

top bars encou

here they are

sible.

55

nflicts

ase

et on a

rage

ore


58/94

56

Level

Contraflo

Allowing

can improContraflo

traffic. Th

lane with

pavement

Intersectio

drivers to

require mo

signal fro

: Neighb

w Bike Lanes

icyclists to tr

e connectivitbike lanes ar

contraflow la

double-yello

an be used.

n treatments

xpect bicyclis

difications to

wrong dire

rhood Gr

vel against th

on the neighe installed on l

ne is generally

line, althoug

uch as signs a

ts in the rever

existing traffic

tion.

enways a

flow of traffi

orhood greeneft side of the

separated fro

h a physical b

d pavement

se direction. T

signals to allo

t Minor U

on a one-wa

ay network.street facing o

the motor v

rrier or colore

arkings shou

his treatment

w bicyclists t

signalize

street

ne-way

hicle

d

ld warn

may

activate

Intersec

This contraflow

provides a sh

bicyclists follow

gr

ions

lane in Portlan

rt cut-through

ing a neighbor

enway

d, OR

for

hood


59/94

Level 3

Design S

Providcyclis

Bike tpocke

Treatme

Offset inte

onto the b

Bicycle Le

A bicycle l

crosses a rone directi

center of t

other direc

The bike t

both turn

Bike Lane

To assist

bike lane c

appropria

cyclists he

and ride in

way ridin

Bicycle Si

On particu

be provide

neighborh

cross, then

comfortab

right-of-

Neighbo

ummary

e turning lane

s with a refug

rn pockets: 5

ts and center s

ts

rsection can b

sier cross-str

ft-Turn Lane

eft-turn lane c

latively busieon without a l

e cross-street

tion.

rn pockets sh

ockets and ce

s on the Cros

ith a neighbo

an be provide

e to the level o

ading either di

the lane on th

is likely to oc

epath/Cycle

larly busy stre

d on one side

od greenway

continue alon

e for users, th

ay.

rhood Gre

s or pockets a

e to make a tw

wide, with a

triping.

e challenging f

et in order to

an be painted

street that haong wait. The

, and has a pro

ould be at leas

nter striping.

s Street

hood greenwa

along the cro

f street should

rection on the

e appropriate

ur.

Track

ets, a two-wa

f the roadway

and ride to a s

g the neighbo

s treatment is

enways a

offset interse

o-step turn.

otal of 11 requ

or cyclists, wh

continue alon

here a neigh

s sufficient gacyclist crosses

tected space t

t 1.2m wide,

y jog to the le

ss street. Cros

be provided o

neighborhood

side of the str

or two one-

. Cyclists ent

gnalized inter

hood greenw

expensive and

Offset In

ction, providi

ired for both t

o need to tran

the greenwa

orhood green

ps for a cyclistone lane into

o wait for a ga

ith a total of 3

t, a short seg

Beacon Bikes Appendix June 23

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Transcript of Beacon Bikes Appendix June 23