Deadly Seattle Street: 35th Ave SW in West Seattle

35th Ave SW, a good road diet candidate

One of Seattle’s deadly streets that deserves more attention is 35th Ave SW in West Seattle. This street appeared twice in our list of locations of fatal pedestrian collisions that deserve further study. Walking in Seattle nominates this street for special consideration by SDOT as a road diet candidate.

A lane rechannelization, or road diet, involves re-striping the roadway, and in the case of 35th Ave, would add a center turn lane and bike lanes, and have one lane in each direction for motor vehicle traffic. The effect is that traffic flows more smoothly, thanks to the center turn lane, drivers go more slowly, and all users are able to use the roadway more safely.

The road carries 4 lanes of vehicle traffic in addition to a lane of parking on each side of the street. This makes the road width around 54 feet, which takes someone walking a normal speed more than 13 seconds to cross – a long time to be in the middle of a deadly roadway. In one area, marked crosswalks are half a mile apart.

An 85-year-old man was struck and killed on this street in 2007 at SW Othello St. A 39-year-old man was also killed on this street when he chased after his dog. This incident was covered by West Seattle Blog when it happened. While the speed of the vehicle who hit him isn’t available, road diets do reduce vehicle speeds. A pedestrian hit at 40 mph is about 85 percent likely to die; a pedestrian hit at 30 mph is about 40 percent likely to die.

Between 2001 and 2009 there were also two non-pedestrian fatalities on the roadway as a 27-year-old female cyclist was struck and killed at SW Graham St in 2006 and a 77-year-old driver was killed in a collision at SW Thistle St.

According to SDOT’s traffic volume data, the daily traffic volume on this road ranges from 16,100 to 22,700 vehicles per day. SDOT’s maximum threshold for implementing a road diet is 25,000 vehicles per day.

Right now the road has no bike lanes or sharrows and limited crosswalks. While it’s not certain that a road diet would have prevented these needless deaths, safety improvements are needed and could be provided by a road diet.

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Could road diets have saved the lives of 28 pedestrians?

Walking in Seattle analyzed pedestrian fatality data* from 2001 to 2009 and found that 28 of Seattle’s 90 fatal pedestrian collisions occurred on roads that may be eligible for a lane rechannelization.

A lane rechannelization, or road diet, involves re-striping the roadway, often to add bike lanes or reduce the number of lanes for motor vehicles, with the intent of improving safety by slowing vehicle speeds and shortening crosswalk distances.

Through usually controversial when proposed, 26 road diets have been successfully implemented in Seattle since the 1970s. Streets that have recently been rechannelized include Stone Way, Fauntleroy Way, Nickerson Street, and 125th Avenue. According to pro-pedestrian organization Feet First, “When [road diets are] done properly at appropriate locations, all users benefit.”

One benefit of a lane rechannelization is lowered speed. The road diet on Nickerson Street has dropped motor vehicle speeds from 40-44 mph to 34-37 mph. A pedestrian hit at 40 mph is about 85% likely to die; a pedestrian hit at 30 mph is about 40% likely to die.

Since the road diet on Stone Way, Seattle’s Department of Transportation reports that collisions on that street have dropped by 14%, injury collisions have dropped by 33%, and collisions with pedestrians have dropped a full 80%!

SDOT doesn’t have a specific road diet program, but “we have been using rechannelizations as part of our paving program or proactively as part of other work,” says spokesperson Rick Sheridan. A road diet is a relatively inexpensive and reversible way to compensate for shortcomings of the roadway design and “one tool to improve safety through traffic calming.”

SDOT considers a roadway eligible for a road diet if vehicles routinely exceed the speed limit, if there are a history of collisions on the roadway, and if the lanes can be reduced without significantly impacting the current travel volume. SDOT considers 25,000 vehicles per day as a maximum volume for a four-lane roadway to receive a lane rechannelization.

Walking in Seattle has applied the above criteria to the 104 pedestrian fatalities (a result of 90 collisions) that have occured from 2001-2009 to come up with a list of roads that could be eligible for changes to the roadway striping. We feel that 28 of these collision sites deserve further study by SDOT:

Date of Collision Street Name Neighborhood 2010 Traffic Volume** Walkscore at Fatal Collision
9/12/2001 5th Ave Downtown 10800 100
9/23/2001 SW Alaska West Seattle N/A 86
6/7/2002 S Jackson St International District 13600 83
7/31/2002 35th Ave NE Wedgwood 15400 69
11/2/2002 35th Ave NE Wedgwood 15400 77
1/5/2003 S Jackson St International District 13600 86
6/16/2003 5th Ave Belltown 10800 98
7/3/2003 NE 130th St Haller Lake 19900 37
12/21/2003 Rainier Ave S Rainier Beach 18000 68
10/1/2004 15th Ave NE University District 8900 97
1/5/2005 Swift Way Beacon Hill 7400 71
11/10/2005 E Cherry St Central District 8300 86
12/14/2005 Alaskan Way Downtown 12600 82
2/8/2006 Rainier Ave S Brighton 23900 51
11/2/2006 4th Ave Downtown 18600 98
11/14/2006 SW Admiral Wy Admiral N/A 80
4/21/2007 24th Ave E Montlake 20000 62
10/27/2007 35th Ave SW High Point 20200 65
11/20/2007 16th Ave SW 98146 5100 71
12/19/2007 Pinehurst Wy NE Northgate 10900 86
1/4/2008 23rd Ave S Atlantic 13400 85
3/30/2008 1st Ave S Pioneer Square 24700 83
6/25/2008 Des Moines Memorial 98108 N/A 52
8/10/2008 35th Ave SW North Delridge 22700 48
8/23/2008 E Madison St First Hill 21900 98
9/22/2008 California Ave SW West Seattle 12600 85
6/17/2009 S Jackson St International District 13600 83
11/11/2009 NE 50th St University District 21800 98

Many of these roads have four lanes of vehicle traffic and could have a center turn lane added, similar to other road diets. Some of these locations only have two lanes of traffic, like California Ave and Adrmiral Way, however the current lanes are wide and encourage higher speeds. By adding bike lanes and striping the parking lane, the main road space would be constrained and drivers would slow down.

While the city has been falsely accused of waging a “war on cars” through implementation of road diets, these statistics suggest that the city’s efforts have not been aggressive enough at reducing roadway fatalities.

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City of Seattle Encore walking resources

The city of Seattle has published a walking resources web page with links to numerous walking resources including groups of walkers around the Sound, various walking tours, and other walking events. The list includes over a dozen different pedestrian activities this year, public and non-profit websites and organizations related to walking, and links to walking tours related to public art, public clocks, and the public market.

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Transportation Advocacy Day

Join Feet First and other advocacy groups on Transportation Advocacy Day to meet with your elected official and support pro-pedestrian legislation.

Over the past months, staff and dedicated volunteers from organizations representing walking, biking, transit, rail, and public health have met to plan events and the policy developed the Transportation Advocacy Day platform to include:

  • The Neighborhood Safe Speeds Bill (SHB 1217) – this provides cities and towns broader authority to establish 20 mile per hour limits on non-arterial streets to lower accident rate and help protect vulnerable users.
  • The Safe and Flexible Street Design Bill (HB 1700) would encourage higher-quality bike and pedestrian facilities by allowing greater flexibility in design standards.
  • Support for the Transportation for Washington principles to Fix it First and Save Lives, More Transit, and Build Health and Great Communities.
  • Legislation to integrate health in transportation policy, planning and investments for public safety, health, and better transportation choices for all.

Here are more details:

  • Where:United Churches in Olympia
  • When: January 31, 2001 8am to 4pm
  • Cost: FREE,breakfast & lunch provided!
  • Transportation: Carpooling from Seattle and pick up from the Olympia Amtrak station is available

Sign up through the Transportation Choices Coalition.

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Apply to Seattle’s Pedestrian Advisory Board

From SDOT:

SEATTLE—The Seattle Pedestrian Advisory Board is accepting applications for new members to help make walking in Seattle safer and easier. The volunteer board, which was created by Seattle City Council in 1993, plays an influential role in implementing Seattle’s Pedestrian Master Plan. The board advises the Mayor and City Council, participates in planning and project development, evaluates policies and makes recommendations to all city departments including the Seattle Department of Transportation (SDOT).

Board members serve a two‐year term, with an opportunity to serve a second term. They are frequent walkers of a variety of ages, levels of mobility, and walks of life, and from areas throughout the city. Members must be Seattle residents, and may not be city employees. The group meets the second Wednesday of each month from 6 to 8 p.m. at City Hall on Fifth Avenue between James and Cherry.

According to Jon Morgan, chair of the Pedestrian Advisory Board “Everyone is a pedestrian, and serving on the Pedestrian Advisory Board is a great way to make a difference in Seattle’s walkability. Members have a chance to learn a lot about walking and what’s going on in the city, and to apply that knowledge working with other smart, dedicated, interesting pedestrian advocates.”

Mayor McGinn and City Council are committed to promoting diversity in the City’s boards and
commissions. Women, youth, persons with disabilities, sexual minorities, and persons of color are encouraged to apply. Interested persons should submit a resume and cover letter explaining their interest via email by January 20, 2012 to Brian Dougherty at brian.dougherty@seattle.gov.
For more information, call Brian Dougherty at (206) 684‐5124, or send e‐mail to the address above.

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Feet First: Working on behalf of walkers

I recently sat down with Lisa Quinn, Executive Director of the non-profit organization Feet First which celebrated its 10 year anniversary recently. We discussed the organization’s current projects and future plans, and also talked about ways people can get involved.

Feet First’s mission statement is “Creating Walkable Communities.” The organization performs walking audits, creates walking maps, participates in community events, works with cities to provide input on pedestrian plans, and promotes safe walking routes to schools.

Safe Routes to School is a major focus for Feet First. They helped 61 schools across the state participate in International Walk to School Month. In Seattle, Feet First is a consultant for Olympic Hill, Roxhill, Dearborn, and Hawthorne Elementaries. The group will soon provide a neighborhood walking map for the area around Concord International School.

Quinn describes how Feet First’s school consultancy program works. “First, we take a step back and do a strengths, weaknesses, opportunities, and threats analysis, and then we do a walking audit, and from there we are able to map out what we want to do for a school.”

“Schools may want a walking school bus, but they take a step back, they realize it’s not going to work, and what they really need is better signage…with our walking audits, it really helps the community be engaged in what outcomes they want to see,” she says.

Feet First is working with eighteen schools in South King County to identify walking audit routes and make recommendations. For each audit the organization works to foster communication between diverse groups including city planners, representatives of the school district, parents, and teachers. City of Renton planners are using Feet First’s walking audit report as a checklist of issues to address.

Compensation for many of Feet First’s paid staff comes from grant funding. Recently, this funding allowed the organization to hire a walking ambassador program coordinator. There are twenty trained ambassadors who lead walks in their neighborhoods and produce a number of published walks each month.

The ambassador training process, Quinn says, is “not just showing how to lead a walk, but giving people tools and knowledge on how to advocate for better conditions in their neighborhood.” Information about the ambassador training program can be found on Feet First’s website.

Feet First recently adopted and released an official Agenda outlining the group’s mission, goals, and specific initiatives for cities. The group’s evaluation of cities in the region concluded that Bellevue, Kirkland, Redmond and Seattle already follow the outlined strategies. These four cities have been recognized as Feet First Agenda Cities. The current goal, Quinn says, is to get five more cities to commit to meet the nine criteria and “pass a resolution acknowledging that they are Feet First agenda city and that they are making a commitment to continue to build a walkable community.”

Feet First’s approach has to implement small programs, learn from them, and grow gradually. Because of that, Feet First is not yet well known across the region. Quinn says, “Unlike bicycle organizations like Cascade, which has over 13,000 members, we don’t have that critical mass–except everyone’s a pedestrian.”

While Quinn sees a lot of similarities between the Cascade Bicycle Club and Feet First, she says getting people to identify as pedestrians has been a challenge almost like “herding cats.”

Feet First currently has about 100 registered members and they are holding a membership drive during the month of December to grow that number. Their website explains the three different levels of membership, including the benefits that new members would receive if they join this month. The organization is also welcoming volunteers to staff event tables, write blog articles, participate in the safe routes to school program, and attend public meetings. More information about these and other volunteer opportunities are listed on their website.

The organization’s current walking maps are available for download, and their walking maps for West Seattle are on display at eight kiosks in the neighborhood. In the coming months, Feet First will examine the potential of engaging walkers through technology. The organization is investigating creating their own mobile app that pedestrians could use to identify areas that present challenges for walkers.

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“Take it Slow” Downtown

The “Center City Holiday Pedestrian Safety Campaign” has started, and encourages pedestrians, drivers, and bicyclists to “take it slow” this month.

Here is SDOT’s press release:

SEATTLE— Seeking to reduce collisions on Seattle’s busy streets, the Center City Holiday Pedestrian Safety Campaign urged everyone traveling through downtown to “Take it Slow.” Distracted driving and walking can lead to pedestrian-involved collisions during the busy holiday season, so the campaign reminds drivers and pedestrians that everyone has a role in improving safety. As highlighted during recent Road Safety Summit meetings, the city of Seattle envisions a transportation system with no traffic fatalities or serious injuries, and where all users safely share the streets.

“We all have a responsibility to make Seattle’s roads safer,” said SDOT Director Peter Hahn. “The Center City Holiday Pedestrian Safety Campaign asks people to show empathy and be responsible when driving, walking or biking. This is a key area of focus as we move forward with our next Road Safety Summit meeting.”

Center City is home to over 182,700 commuters, major destinations such as Pike Place Market and a number of seasonal attractions such as the Holiday Carousel. Data shows many of the collisions occur during afternoon peak travel periods when large numbers of commuters are leaving their workplaces and people are arriving to celebrate the holidays. Starting on December 12, the Seattle Police Department will arrange for extra traffic patrols for four weeks. The main goal of enforcement is to deter unsafe behavior by drivers, pedestrians and bicyclists, and to encourage people – whether they are driving, walking or biking – to obey traffic laws and share the road. Much of their time will be spent during the p.m. peak with some patrols also occurring in the a.m.

“Downtown’s holiday festivities attract thousands of additional visitors, many for the first time, to our city sidewalks,” said Downtown Seattle Association President & CEO Kate Joncas. “With all of the bright lights and decorations to look at, it’s easy to get distracted. The city’s pedestrian safety campaign serves as an important reminder to visitors, and locals alike, to take it slow and pay attention while driving or crossing streets so that everyone’s holidays-in-the-city are safe and memorable.”

Today’s crosswalk action emphasized safe behavior. Volunteers gathered at Westlake Center walked around the block using sidewalks, marked crosswalks and wearing bright clothing. Participants put away their cell phones and head phones and paid attention when crossing the street.

“I focus my professional coaching techniques on training competitors for the mental game. From amateur race car drivers up to Indy cars and NASCAR, from lacrosse to racquetball, and motorcycle racing to tennis – it’s all about focus,” said Ross Bentley, race car driver and author. “While driving downtown
isn’t a race car track, much more focus and attention is required to keep pedestrians safe than most people realize.”

Last week, posters went up in store windows, coasters were distributed to restaurants and bus ads in bright neon colors with slogan, “See You in the Crosswalk” began running. People shopping at Pacific Place, Westlake Center or in Pioneer Square can visit participating stores and take our safety pledge to:
· Cross safely at identified crosswalks;
· Watch for cars when walking; and
· Take extra precautions when driving, biking and walking.

Those taking the pledge will be entered to win a $500 gift certificate redeemable at select stores listed on the campaign’s web site.

This is the third year of the campaign. At the conclusion of the campaign a survey will be conducted to see how effective messages were in changing behavior. The results will be used in 2012 to further develop the campaign to keep pedestrians and motorists safe. The city plans on conducting the safety campaign for five years and, if successful, move it into other neighborhoods. For more information and tips on driving, walking and biking safely visit our Web site:
www.seattle.gov/transportation/seeyouinthecrosswalk.htm

The public is invited to stay involved on this subject and attend the final Road Safety Summit Meeting, Monday, December 12, at 6 p.m. in the Bertha K. Landes room at City Hall. This final meeting will be an opportunity to hear what the next steps are for Road Safety in Seattle. Details are available at: http://www.seattle.gov/roadsafety/default.htm.

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1/3 of Seattle’s pedestrian deaths occur on State and Federal roads

Walking in Seattle has analyzed pedestrian fatality information from the National Highway Traffic Safety Administration’s (NHTSA’s) Fatality Analysis Reporting System (FARS) for the years 2001-2009.

Of the 104 pedestrians that were killed in Seattle during that period, 31 were killed on state or federal highways. While these roadways only cover a small portion of the city, nearly one third of Seattle’s pedestrian fatalities occured there.

By far the deadliest roadway in the city is I-5, with 17 fatalities during the studied period. While most people in their right mind would not consider trying to walk along or across I-5, the freeway cuts a deep path through the city and offers pedestrians no way across for long stretches.

SR-99 / Aurora is the worst state highway in the city, with 7 pedestrian deaths to its name. Other deadly roadways include SR-519 and Lake City Way / SR-522.

While the city of Seattle is responsible for these state highways, funding is not available to re-build these streets as complete streets.

The high rate of fatalities on these roadways is indicative of a few things. While these roads don’t cover a lot of area in the city, they do carry a lot of vehicles, increasing the chances of driver-pedestrian encounters. These highways are also the city’s longest, so they are statistically more likely to show up in a list. More importantly, though, these roadways show a disregard for active transportation. Highways and walkers don’t mix well, as these statistics remind us.

Click here for a searchable map of pedestrian fatalities from Transportation for America.

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KPLU wonders why Seattleites don’t jaywalk

KPLU looks at Seattle’s notorious aversion to jaywalking.

In 1978 it was one the first things Patrick Fitzsimons notice when he came to interview for the police chief job. Seattle Police officer John Abraham says the story has become stuff of legend.

“Chief Patrick Fitzsimons and his wife were in a hotel in Belltown and Fitzsimons is looking out the window and he calls his wife over, ‘Ogla you gotta see this! It’s pouring rain. It’s Sunday morning, and they are waiting for the light to cross. We are staying here.’”

KPLU looks at why that is the case and suggests that the Seattle Police have a part in maintaining the non-jaywalking culture here.

As long as it’s the law, police officer Abraham says citing jaywalkers will continue to be a top priority.

“Jaywalking can cost your life; smoking marijuana can just give you a buzz. So, I’ll be after a jaywalker rather than someone with a joint. Unless that person starts to jaywalk, then they’ll really be in trouble.”

KPLU links to the current petition to make jaywalking legal unless it impedes motor vehicle traffic and also provides some advice:

  • Jaywalk in the middle of a block. It’s safer because you have a clear view and there are no cars nearby making turns into the intersection.
  • If you get caught, don’t cop an attitude with the police officer and don’t give them any excuses such as being late or “just grabbing a coffee”. They’ve heard it all. Apologize and move on.
  • You can take your ticket to the city’s magistrate office, where they will probably offer to cut the fine in half.
  • Don’t bother trying to take it to trial. You will likely lose and it will be a big waste of time and resources for all parties involved.
  • The new crosswalks with the count-down timers can be confusing. You are technically jaywalking if you enter the intersection after the walk signal is gone and the numbers start ticking down.
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Change Jaywalking Laws in Seattle

While Seattle has lost out on $44 million of funding for sidewalks, transit improvements, bike lanes, and pothole repairs that Proposition 1 would have brought, there is still an opportunity to make a difference for pedestrians.

A petition on Change.org is directed towards the city and City Council to Make jaywalking legal unless it obstructs vehicular movement.

Currently, jaywalking in Seattle is a more severe offense than smoking marijuana or public nudity. Only 1 of 4 city council members who participated in our Q&A clearly denied ever jaywalking, however.

Loosening jaywalking laws is necessary, since SPD aggressively targets pedestrians. Last year, SPD issued 1570 tickets to pedestrians, yet less than 200 to drivers for failing to yield the right of way (the largest cause of pedestrian collisions in the city). Auditors have also found that jaywalking citations often escalate to confrontations or violence.

Changing jaywalking laws here would support the city’s goal to make walking one of the easiest ways to get around, similar to pedestrian-friendly nations Sweden and Norway that also have lenient jaywalking policies.

Car manufacturers helped to criminalize jaywalking in the 1920s, and before automobiles, the rule was that “[A]ll persons have an equal right in the highway, and that in exercising the right each shall take due care not to injure other users of the way.”

Changing the law is a low-cost way to improve pedestrian mobility in the city. Click here for the petition.

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