Tag Archive for 'original reporting'

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Pedestrian fatalities over the past five years

The data and records group at SDOT has put together a map of pedestrian fatalities over the past five years (PDF).

Pedestrian Fatalities Map

Click to download PDF

Unsurprisingly, you can tell that pedestrian fatalities are more common where there are more people out walking. There are no statistics on pedestrian volumes throughout the city, so it’s hard to tell from this what intersections are the most dangerous.

3rd Ave has the highest concentration of bus stops of any avenue downtown and is the deadliest street downtown. 23rd Ave is one of the deadliest streets in the city and the Central District has an unfair share of fatalities among neighborhoods.

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Westlake Streetcar Plaza sidewalks re-opened

We reported a few weeks ago that the sidewalks surrounding Westlake Streetcar Plaza / McGraw Square had been closed, significantly impacting pedestrian movement in the area. This project was expected to be completed prior to Thanksgiving, however it has been delayed “due to unforeseen site conditions and weather delays,” according to SDOT spokesperson Rick Sheridan.

The sidewalks and crosswalks have been re-opened, however, as work on site has stopped. Seattle has a holiday construction moratorium, disallowing construction downtown from Thanksgiving through January 1. This moratorium helps businesses downtown by reducing the impacts of construction to vehicle and pedestrian traffic during this busy time of year. It is because of this moratorium and to better support pedestrians during the holiday season that SDOT has re-opened sidewalks around Westlake Streetcar Plaza and constructed a temporary sidewalk along Stewart Ave.

However, due to the weather impacts and current work stoppage, project completion will be delayed by more than two months. Sheridan says, “We estimate the project will be completed and the square opened for public use by early February.”

For now, though, it’s good that pedestrian movement is being prioritized and the sidewalks are open. SDOT will likely at least re-close the temporary sidewalk along Stewart to pour new concrete. We will check in on the area early next year when construction continues to see if SDOT chooses to re-close the already-completed sidewalks.

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SDOT’s explanation for crosswalk closure worth examining

Earlier this week we pointed out that the crosswalk along Westlake at Mercer has been closed as part of the Mercer Corridor Project. We have an update, as SDOT has responded to confirm our assumptions:

You are correct that the eastern crosswalk at Mercer St. and Westlake Ave. N is closed due to the two left-hand turn lanes from southbound Westlake Ave. N onto eastbound Mercer St. The volume and timing of traffic turning left (traffic that crosses the eastern crosswalk) is too high to keep the crosswalk safely open. This traffic configuration is in place to accommodate high volumes of traffic now using Westlake Ave. N to access Mercer St. while construction is occurring on other streets, such as 9th Ave. N.

The eastern crosswalk at Mercer St. and Westlake Ave. N will likely be closed for the duration of the Mercer Corridor Project, through mid-2013.

(emphasis above is mine) The Mercer Corridor Project will significantly improve the pedestrian environment in this area, however, like the McGraw Square construction, this is another project where the impact to pedestrians is worth examining.


View Westlake @ Mercer Crosswalk Closure in a larger map

As with most things SDOT does, safety appears to be one of their foremost considerations. However, the current intersection signaling appears to pose safety risks to both drivers and pedestrians. The current light signals allow drivers on southbound Westlake Ave to turn left onto Mercer St after yielding to northbound traffic. Then the signal changes to a green arrow to allow a protected left turn. By allowing drivers to turn left on yield, the chances of a vehicle collision are increased, which is apparent upon observing rush hour traffic. Due to traffic back-ups, northbound vehicles sometimes have to stop on green before entering the intersection or stop in the intersection, making the unprotected left turn dangerous for vehicles during peak hours.

Vehicle navigating unprotected left turn

Vehicle navigating unprotected left turn

Furthermore, with the large “Crosswalk Closed” signs, and no visible crosswalk signal on the east side of the intersection, drivers will be less likely to scan for pedestrians inevitably crossing in this area. The crosswalk closure means that there may be fewer people on foot to be hit by turning cars, but with drivers focusing on navigating the unprotected left turn, the few pedestrians who do cross (albeit illegally) may be more likely to be hit.

Keeping traffic moving through the intersection may be a bigger reason for SDOT closing the crosswalk, but doing this doesn’t significantly increase how many cars can turn left onto Mercer during peak periods. During this evening’s commute, only around 2-5 cars were able to turn on the unprotected left arrow – a relatively small number compared to the high number of cars that turn left on the protected arrow. Re-opening the crosswalk may slow down the cars that are able to turn left on yield, but the number of pedestrians crossing here isn’t high enough to have much of an impact to left-turning traffic.

One of the goals of the Mercer Corridor Project is to support walking in the area – the project will create a street through a neighborhood (South Lake Union) where there is now basically an onramp to a freeway. So why shouldn’t this transformation start with the beginning of the construction project?

By closing this crosswalk, SDOT is expecting people on foot to cross Westlake twice to cross Mercer once, which can add over three minutes to a walk on foot – a long time to spend navigating a single intersection, especially in a city that aspires to be the most walkable city in the nation.

Pedestrians walking on closed crosswalk

Life-threatening jaywalking or civil disobedience?

As with most construction projects, some inconvenience is unavoidable. However, if SDOT were serious about improving safety at this intersection and upholding the objectives of the Mercer Corridor project, my opinion is that the unprotected left turn for vehicle traffic would be eliminated, at least at peak periods, and the crosswalk would be re-opened at all hours.

On the other hand, SDOT is correct that this is a high-traffic area, and reducing the number of cars able to turn by eliminating the unprotected left turn and by re-opening the crosswalk will have some impact on how quickly vehicles can drive through during rush hour. What do you think? How would you respond to these questions?:

  1. Does blacking out the crosswalk signal and putting up “crosswalk closed” signs make this intersection more or less safe than if the crosswalk were still open?
  2. To address the safety issue posed by jaywalking pedestrians, should SDOT install physical barricades (e.g. jersey barriers) or should there be a police presence to reduce the number of people on foot who cross illegally?
  3. If you were walking along the east side of Westlake and needed to remain on the east side of Westlake, would you cross here illegally where there has been a crosswalk in place, or cross Westlake twice to cross Mercer legally?
  4. Is SDOT striking the right balance between vehicle throughput and pedestrian accessibility?
  5. Is there another way this intersection could be configured during the construction period?

[poll id=”4″]

Share your thoughts in the comments. Also, if you have a strong opinion or questions of your own, contact the construction project hotline at (206) 419-5818 or mercerinfo@seattle.gov.

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Crosswalk closed at Westlake and Mercer

Update: SDOT explains reasons for closure

As part of the Mercer Corridor Project, the east crosswalk at Westlake Ave is closed.

Closed sidewalk at Mercer and Westlake

While there is not currently any construction in this area, a few weeks ago, the crosswalk signals were covered and large “CROSSWALK CLOSED” signs were placed on each side of Mercer.

SDOT has not returned an email requesting comment on the closure.

Vehicle traffic has been rerouted as part of the construction project and now a high volume of traffic is turning left onto Mercer from southbound Westlake.

It’s not clear exactly why the crosswalk is closed or how long it will be in place.

Perhaps the crosswalk was closed to make it easier for vehicles to turn, as now there is more vehicular traffic passing through the intersection.

This closure probably has good intentions, however they are not apparent to people in the area. Safety is a key consideration for any traffic flow change, however closing this crosswalk may in fact be making the intersection more dangerous.

As with most sidewalk and crosswalk closures, a significant number of people are ignoring SDOT’s attempt to close the crosswalk and are crossing when traffic has the green light. It does not appear that SDOT has a plan to address the danger created for these pedestrians who choose to cross without a crosswalk signal.

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Dangers of Aurora, part 2: Safety Project will benefit pedestrians

Aurora Traffic Safety ProjectAs we saw in part 1, Aurora is a dangerous highway, especially for pedestrians. The Aurora Traffic Safety Project is making Aurora safer for all users through a three-pronged approach of engineering, enforcement, and education.

There is only $250,000 available for engineering improvements along Aurora, so “getting word out is a critical piece” of the plan according to project manager Jim Curtin. Because many pedestrian collisions are caused by inattentive drivers who fail to yield the right of way, the tag line of the project is “Expect the Unexpected.” “We want people to be ready for anything at any time,” says Curtin.

New billboards on the corridor remind people to slow down and watch for pedestrians. Also, five radar speed signs will remind drivers how fast they are going. This method can lower speeds in these targeted areas by 3-5 miles per hour according to studies referenced by SDOT.

STOP for Pedestrians billboard design

Billboard to remind drivers to be careful

There are also pedestrian safety patrols on Aurora to make sure that drivers properly yield to pedestrians. Drivers who don’t yield to pedestrians will get a ticket and a brochure to remind them to drive safely around people on foot.

The Washington Traffic Safety Commission has supplied seventy-five thousand dollars for additional police work during the duration of the two-year project. Citations issued on Aurora are up 110%, and 10,000 citations have been written since the project launched in June of last year.

Meanwhile, SDOT is doing what it can to address the road design. “If we had funding in place, we would like to re-engineer the roadway and put changes in place to slow people down,” says Curtin. The majority of pedestrian collisions occur in intersections and the existing signals are already “the highest form of traffic control that we can provide.” Still, SDOT has repainted crosswalks at all signals at a cost of $1,500 per crosswalk, and added new crosswalks at 115th and 130th Streets.

But Curtin says there’s more than just new paint. “When the Traffic Safety Project is complete in June of 2011, we will have installed more than 30 new curb ramps along Aurora (fourteen of which are already complete). In addition, we have applied for a grant to install a new traffic signal at N 95th and Aurora. This is the mid-point of a ten block stretch that lacks crosswalks despite busy transit stops on the east and west sides of the street.” Just a few weeks ago a pedestrian was struck at 95th St, so this improvement can’t come soon enough.

SDOT has applied for an additional grant to install curb ramps at N 135th St, another site of serious accidents. Other improvements that have already been made include reclaiming part of 84th Street to create a bus stop plaza and adding a left turn signal to traffic lights at 80th St.

The project team will continue to evaluate conditions along Aurora, looking deeper at collision patterns as well as lighting along the corridor.

SDOT is still evaluating how to reduce pedestrian collisions near Green Lake. There were some good ideas shared on this blog last time someone was hit there. According to Curtin:

We are currently leaning toward an option similar to one of your reader suggestions. In this option, we would install signage or paint directly onto the jersey barrier with the “no pedestrian crossing” symbol (the ped symbol with a red circle with a line through it). Beneath the symbol we would paint “crosswalk X blocks” with an arrow pointing in the direction of the nearest crosswalk. We would install these markings in areas where we see this behavior most often. We’ve identified several areas thus far including: the Green Lake area, near the N 50th St underpass, near the N 46th St underpass, near the N 41st St overpass, near the N 38th St underpass/north end of the Aurora Bridge, near the south end of the Aurora Bridge, near the Galer St overpass, near the Broad St underpass, and near Denny Way. Believe it or not, most of the ped collisions on the south end of the corridor happen within one to two blocks of a safe crossing. Again, there is no guarantee that pedestrians will take time to read the message but we feel that this is a viable option.

While Aurora will still be a dangerous roadway without re-engineering, the project is already seeing success. Curtin says, “We’ve seen a 30% reduction in collisions and want to sustain that for the next couple years and beyond.”

More information about the project can be found at the project website, or from this interview with SDOT project manager Jim Curtin on Aurora Seattle.

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Dangers of Aurora, part 1: A dangerous pedestrian environment

Aurora Ave N, one of Seattle’s busiest roadways, is also one of its most dangerous for pedestrians as well as drivers.

Traffic Death Thermometer near Aurora

Traffic Death Thermometer near Aurora in 1940

The Washington State Department of Transportation analyzed three years of collisions along Aurora. The study found that while pedestrians were involved in less than 3% of the total collisions along this roadway, they accounted for more than 30% of the fatalities. Over 70,000 drivers pass along at least part of the eight-mile stretch between the Battery Street Tunnel and 145th St at the Seattle City Limits every day, and significantly fewer people walk on this mostly-car-oriented roadway. Pedestrians therefore represent a disproportionate number of the fatalities that result from collisions on Aurora.

Due to the high speed of traffic along this street, people struck by a vehicle on Aurora are more likely to die than people hit on other roadways. 8 out of 10 pedestrians hit at 40 mph suffer fatal injuries and, according to a 2003 WSDOT study, vehicle speeds along Aurora average around 45 miles per hour.

According to Jim Curtin of SDOT, “We see more fatalities on the south section, where there are higher speeds. Up north pedestrian collisions are more frequent but less severe.”

“The speed limit on Aurora south of Green Lake is 40 mph but speeds in this segment tend to be over 45 mph,” says Curtin.

The fundamental problem with Aurora is the road design. The roadway does not meet modern standards for vehicles, much less pedestrians. For example, sharp curves limit visibility, and narrow lane widths lead to more vehicle accidents. Pedestrians are further endangered by the lack of sidewalks on Aurora north of 110th, where sidewalks exist only in front of recent development.

However, most pedestrians are struck while in an intersection. The intersections at 85th, 90th, and Northgate Way account for 1/4 of all the pedestrian collisions along Aurora. More than half of these collisions occur between 85th and 125th. Many of these accidents are due to “inattentive drivers turning their vehicle” according to the WSDOT study. “I don’t know that people are following the rules of the road and yielding the right of way to pedestrians,” says Curtin.

Also, crosswalks are spaced far apart in some places, and many people attempt to cross Aurora where a crosswalk does not exist. According to Curtin, “a lot of people who have been doing this have problems with drug and alcohol issues. We have seen a number of people get hit near the motels.”

Speed, inattentive drivers, and poor road design make Aurora a dangerous place to walk. In part 2, we’ll talk next about how the Aurora Traffic Safety Project is addressing the issues along this major corridor.

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Stairway lighting combined with other projects due to limited budget

With five stairway improvements underway by SDOT this year, a reader was wondering about SDOT’s policy about lighting these stairways.

Aside from the Wilcox Wall stairs (8th Avenue in Queen Anne) and maybe one or two stairways on Magnolia, most all the stairs that I recall walking in Seattle are unlighted. That’s usually not a problem in the summer, but once winter comes around the lack of lighting combines with overgrown vegetation and a lack of regular sweeping to make most of Seattle’s stairways a bit treacherous and downright creepy.

One of the stairways under construction this year will receive lighting – the stairway at Ferdinand Street that provides a connection to Martin Luther King, Jr Way. However, the city’s annual budget determines how much SDOT can spend on stairway lighting, and this amount is “very little,” according to SDOT.

When possible, SDOT tries to fund lighting along with other maintenance projects. “So often, these separate programs, Lighting, Stairways and Sidewalks are combined to save money in the long run.”

For example, SDOT says “It makes sense to excavate for installation of lighting conduits and pole foundation before constructing a new stair or sidewalk.”

It is not clear, however why the Ferdinand Street stairway improvement received lighting while the other projects did not. This decision may have been based on factors such as pedestrian traffic, length of stairway, vegetation in the area, crime statistics, and ability of neighborhood funding. Once lighting is constructed by SDOT, Seattle City Light performs maintenance.

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