SDOT Reveals 60% Missing Link Design for Burke-Gilman Trail

Rendering of South Shilshole alternative of BGT Missing Link. (SDOT)

The Seattle Department of Transportation (SDOT) revealed its 60% designs for the Missing Link portion of the Burke-Gillman Trail yesterday. The Missing Link is a gap in the multi-use trail between 11th Ave NW to 30th Ave NW (downtown Ballard) that shunts bicyclists onto busy Shilshole Ave NW. This arrangement has led to many collisions that resulted in serious injuries and deaths.

A plan has been in the works for decades and subjected to a dizzying array of Seattle process, but light is finally emerging at the end of the tunnel as the design crosses the 60% design hurdle. The South Shilshole alignment is SDOT’s preferred alternative and a clear favorite for most stakeholders. If that wasn’t enough, SDOT succinctly laid out the case.

  • Most direct, shortest, flattest and fastest route through Ballard;”
  • “Route used most often by cyclists and pedestrians to get to the existing Burke-Gilman Trail, and would likely remain used if another route selected;”
  • “Least number of roadway intersection crossings;”
  • “Least number of rail crossings, which are notoriously dangerous for cyclists and rail operators;”
  • “Least impact on, or need to modify, existing driveways or loading docks.”

The South Shilshole Alternative of the Missing Link is broken into three segments. (SDOT)

Segment 1: Market Street Road Diet

An encouraging sign is the inclusion of broader safety improvements on Market Street that will benefit all street users. A four to three lane road rechannelization (a.k.a. road diet) would not only create space for the protected multi-use facility, but also encourage lower speeds and safer turning and passing maneuvers at the messy intersection with 24th Ave NW.

Market Street would get a road diet according to the 60% design. (SDOT)

SDOT offered some data that builds a compelling case that rechannelizations both improve safety and improve flow. Notice Fauntleroy Way SW and N 130th St which saw injury collisions drop by more than 70%. Nickerson Street saw “aggressive speeding” drop 93% following a rechannelization and Stone Way N saw a 75% drop. Rechannelization could broaden the impact of Missing Link project to make Market Street a safe “Complete Street” in the redesigned segment.

Seattle arterial streets have seen decreased speeding and collisions after rechannelizations. (SDOT)

Segment 2: South Shilshole Multi-Use Trail

On Shilshole, SDOT would find room to continue the mixed-trail by replacing the informal walking path on the south side of the road and reducing the lane widths from the existing 12 feet to 11-foot lanes. Parking is maintained on the north side, but is slimmed down from 22-foot back-in parking to 17-foot back-angle parking. This should also make parking maneuvers less dangerous since turning from 90 degrees is a slower and more cumbersome movement.

Shilshole under the preferred alignment. (SDOT)

Segment 3: Multi-Use Side Path on Two-Way NW 45th St

NW 45th St would go from a one way to a two-way. (SDOT)

On segment three, SDOT would convert NW 45th St to two-way service from its existing one-way service in the segment. The north side facility is switched to the south side, saving at awkward crossing at 11th Ave NW where the Burke-Gilman goes from the sidewalk on the south side to a north-side two-way flex-post-protected bike lane, requiring trail users cross several lanes of traffic at a fairly busy four-way stop. Being on the south  side of the street allows a smooth transition to the south-side facility on Shilshole. The design rendering suggests posts won’t be used, but curbs should provide some intermittent protection. Hopefully, trail users feel sufficiently protected.

NW 45th St existing on top and preferred scheme below. (SDOT)

SDOT plans to add a westbound lane for cars where none exists today by reclaiming space from dormant railroad right-of-way and taking a few feet from parking/loading area. So, don’t say cars don’t get anything from this project.

Political Support and State Sen. Reuven Carlyle

After so many years of consensus building, one might be tempted to say the Missing Link had earned widespread support and seems a shoe-in. But then Ballard’s State Senator Reuven Carlyle took a joy ride on his motorcycle to ponder some deep thoughts and he published those concerns on his blog, casting doubt on the hard-fought political compromise in the name of yet more bargaining and fiscal conservatism, apparently. (Readers may recall State Sen. Carlyle voted for the $4 billion viaduct replacement tunnel for SR-99 in 2009.)

Seattle Times editorial in June of 2017 outlined the issue thoroughly, and called for a negotiated settlement between the parties and the city. I cannot stress how much I agree with this approach and would amplify the frustration that years and millions continue to be wasted with virtually no anticipated success for anyone.

When pressed, State Sen. Carlyle said he wasn’t advocating for a particular route–though The Seattle Times article he endorsed advocated for a routing on Leary Way that SDOT’s study suggested would be more circuitous and dangerous for cyclists (since it required crossing several busy streets). Whatever political games he’s playing with the Missing Link in the eleventh hour, part of the responsibility for how long projects like this take lies with state legislators. Lawmakers could pass laws laying out a saner framework for legal challenges under the State Environmental Protection Act (SEPA) and they could even categorically exempt small walking and biking trails. But they haven’t, at least for these types of projects.

State Sen Carlyle doesn’t seem to comprehend the concern of safety advocates. “Bicyclists want a contiguous recreational experience,” he wrote. That’s quite the understatement. Trail users want much more than recreation. They want to avoid death or serious injury while using the road. An improved trail could save lives, get more people safely to their jobs, and boost the local economy, just as freight investments could help the economy.

Moreover, the compromise the Seattle Times Editorial Board and their convert Carlyle want to renegotiate in the eighteenth year has already been hammered out. The trail jogs over Market Street to reduce impacts on freight. A signalized crossing of Shilshole Ave NW to reach Leary Way would have impacts on freight in its own right. The compromise is here, and frankly it looks pretty dang good. It’s hard not see to see newfound reservations published at the 60% design phase as much more than political posturing.

For more information, check out the newly released design packet. The City’s project website states “final design and permitting are expected to be complete by early 2018, with construction beginning soon after. The project is anticipated to be complete in 2019.”

Finding the Burke-Gilman Trail’s Missing Link

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Doug Trumm is The Urbanist's Executive Director. An Urbanist writer since 2015, he dreams of pedestrianizing streets, blanketing the city in bus lanes, and unleashing a mass timber building spree to end the affordable housing shortage and avert our coming climate catastrophe. He graduated from the Evans School of Public Policy and Governance at the University of Washington. He lives in East Fremont and loves to explore the city on his bike.

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Bob Johnson

I met Mr Carlyle when he stopped by Ballard Businesses and introduced himself and politely asked I had any issues to discuss. We discussed the problems that small business problems of a small maritime related shop in Ballard.
I am now retired, in the past I have had my boat repaired at CSR, purchased concrete from Salmon Bay, fuel from Covich Williams.
I identify with these people, these are my friends and family.
So now the Ballard maritime community that has been there for 130 years, has to deal with an influx of economic migrants that say we need to ride our bikes on Shilshole Avenue. We will not compromise and move a block over.
We all know that if the trail goes on the South side of Shilshole the businesses will get targeted one by one. The same annoying voices that say the trail has to go there will start in and say we can’t have a cement plant next to the trail. What about the kids?
So I am proud of Mr Carlyle, he actually met with his constituents and is representing them in a fair manner.


We need to get a primary challenger together for Carlyle. When it comes to transit, I feel like he is advocating against Ballard’s interests, and has no interest in representing us. If he had some pressure at home, he either might pay attention, or get replaced.


Bring it! That road diet makes a lot of sense there. Another area that would really benefit from a road diet is Market between 15th and 22nd, with left-turn lanes onto the side streets. As it is, cars (including my own) have to weave from lane to lane to avoid vehicles that are stopped while waiting to turn, and it creates serious hazards for pedestrians.


I concur. It seems this would help turning cars, but also since the traffic volume isn’t so high as to even fully utilize the 4 lanes, and when it does its highly dangerous to people using even the painted crosswalks. Heaven forbid they try to use the unmarked crosswalk that abound along the street alignment!!


Excellent! Now only 5 more years of talking about it.


Looks pretty good to me. Plenty of compromises around – but it seems to address almost all of the uses for travel, recreation and commerce.

Simply, it’d be a huge improvement over the current status of a very busy and dangerous roadway.