A Closer Look at Plans to Add Safety Improvements in Green Lake & Wallingford


In Green Lake and Wallingford, design for a series of related paving and safety redesign projects is moving forward. The Seattle Department of Transportation (SDOT) released updated information on how the department intends to rollout street improvements in 2019. Projects will entail making spot improvements at intersections, redesigning street layouts, and resurfacing several main arterials, including: N 40th St, N 50th St, N 80th St, and Green Lake Way/Stone Way.

Spot improvements could involve reconstruction and repair of sidewalks, new pedestrian crossings, relocation of bus stops and new transit islands for boarding, new traffic signals, and upgraded and new curb ramps. Bike lanes will also be enhanced and installed throughout the paving project corridors. In some cases, SDOT will remove some on-street parking to facilitate the street improvements.

Five intersections along Green Lake Way N and Green Lake Dr N are planned for major redesigns. SDOT has not yet released specific plans on what that may look like, but the intersection at NE Ravenna Blvd and NE 71st St will likely be the most prominent intersection redesign. Anyone who has visited the heart of Green Lake can attest to the busyness and complex nature of the intersection. In recent years, SDOT has tried to simplify the intersection by adding a curb bulb on NE 71st St to control vehicle movements and make pedestrian crossings easier.

In considering redesigns for streets, SDOT looked at background data on traffic volumes, speeds, and collisions. Transportation planners also looked at established policy documents for guidance on future street functions under the Bicycle Master Plan, Freight Master Plan, and Pedestrian Master Plan’s Priority Investment Network, and also paid special attention to streets with transit service. Noticeable in the data is that N 50th St east of Stone Way carries the most vehicles of any studied corridor and has a comparatively high number of collisions even accounting for other factors. Presumably, the collision rate is a mix of traffic volumes, higher speeds, somewhat poor visibility at key intersections, and four-lane wide street sections with no center turn lanes.

The different segments of the proposals are below, with the current street configuration compared to the post-repaving version as proposed.

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SDOT has whittled down its redesign plans for each of the four corridors, providing section profiles for 10 segments in total. All of the redesigns will include improved bike facilities in some way and could result in substantial street reconfigurations. Several street segments, however, will not see any redesign. N 80th St and N 50th St east of Stone Way N aren’t slated for changes beyond new surfacing. N 80th Street currently sees fewer than 10 people biking along it per day, as does that segment of N 50th Street.

This area includes the intersection voted Seattle’s Worst in 2016: Stone Way, 50th, and Green Lake Way. This is the perfect time to redesign that oversized interchange into something more safe and pedestrian-friendly: with a protected bike lane going through this intersection on Stone Way and Green Lake Drive, it will be really important to get that dangerous intersection’s redesign correct.

In the coming months, SDOT will continue to complete design work for the street layout changes and improvements. Implementation will begin next year. Folding safety improvements, including the addition of or improvements to bicycle facilities as directed by the bike master plan, in with planned repaving projects is a cost-effective way to plan projects, and also reduces headaches to neighborhoods around construction.

However, because in many cases these projects are not as long-awaited as others that advocates have been pushing for, there is not a built-in constituency ready to fight for them if any aspects of the plan come into question, as often happens when on-street parking is traded for mobility improvements. 35th Ave NE is the most recent example of where this has happened, but protected bike lanes accompanying another planned 2018 repaving along Wilson Ave S in Seward Park are also being questioned. If you do support these complete streets improvements, let SDOT know now by emailing greenlakepaving@seattle.gov.

Press SDOT For Multimodal Design On 2019 Repaving Projects

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Ryan Packer lives in the Summit Slope neighborhood of Capitol Hill and has been writing for the blog since 2015. They report on multimodal transportation issues, #VisionZero, preservation, and local politics. They believe in using Seattle's history to help attain the vibrant, diverse city that we all wish to inhabit. In December 2020, Ryan started a three-month stint as editor of Seattle Bike Blog.

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Preston Sahabu

Would it make sense to fill in Green Lake Way N altogether between Aurora and Stone? It’d put a lot of pressure on 45th and Stone, as well as the Aurora entrances on 50th, but the simplified intersections and completed grid might compensate for that.


I agree. It would solve so many problems. Not only would it go a long way towards fixing the 50th/Stone intersection, but it would also make north/south pedestrian movement much easier and much safer. Trying to cross that 4-lane road to go north/south is unnecessarily dangerous. At a minimum, they need to narrow the roadway to just two lanes and add flashing-beacon crosswalks.


Yeah, I think Green Lake Way creates more problems than it solves. Bring back the street grid. Zone the remaining space for mid-rise residential. Sell half of it to private developers, and use the money to build affordable housing on the other half.

Preston Sahabu

Out of the box idea that might be too crazy to work:
– Eliminate Green Lake Way between Winslow Place and Stone Way.
– Simplifies the 46th/Whitman intersection.
– 46th is free flowing, with stop signs on Whitman.
– Simplifies the 50th/Stone intersection.
– Major four-way, rather than five-way.
– Opens up land for development.
– Redirect the Aurora exit onto 45th Street.
– Traffic to Green Lake Way turns left on Stone Way.
– Traffic to Aurora uses the 50th Street entrances, with southbound U-turns permitted at Fremont.

It’s an interesting thought experiment, but I don’t know the volume of traffic on that segment of Green Lake Way, so this plan might just clog the simplified intersections instead of increasing their throughput. Does anyone have better insight here?

Doug Trumm

Crazy enough that I wrote about it. #7 here. 🙂 https://www.theurbanist.org/2016/06/07/7-ways-to-make-wallingford-better/

Brock Howell

We have a new (or rebooted) neighborhood group working to advocate for this project. We’re named Green Lake & Wallingford Safe Streets.

If anyone would like to join, we’re having a priorities audit this Sunday to determine our group’s priorities.

Details & RSVP on Facebook:

Hannah Keyes

I’m having trouble with that link, but would love to be involved.

Doug Trumm

Link doesn’t work for me either.

Brock Howell

Sad face! Meet at Blue Star Cafe at 4pm. Ride will conclude at 5:30 p.m. at Blue Star, then meeting hopefully will be done by 6 p.m. Email me at brock@bikehappycascadia.com for more details.


Great that SDOT is preparing that improve Greenlake. Especially the mentioned intersection NE Ravenna Blvd and NE 71st St . As suggested a roundabout would be perfect here. Gets the cars moving again while improving safety for everyone!

Vincent Adultman

Well past time for a roundabout at 50th/Stone/GLW. There’s plenty of room for one.

Owen Wagenhals

Love this idea and have daydreamed about it for years.

Al Dimond

IIRC SDOT said they modeled a roundabout there and didn’t like the results — they said it didn’t handle the extremely bunched-up traffic coming in from nearby signalized intersections well.

OTOH, the current intersection doesn’t work very well either. It doesn’t move as many people as the size of the roads feeding it would suggest — by now no road exiting the intersection has more than one lane, all those extra lanes entering it are just queue space needed because of the long signal cycles. The question is whether a one-lane roundabout would move enough cars to go down to one lane entering from each road. If so we’d get to narrow down several nasty road segments. If not maybe we’re looking at one of these or these… but a more complicated one for a 5-way intersection! I’m not sure that would be very ped- or bike-friendly in heavy traffic!

Owen Wagenhals

This is a fantastic idea, should be applauded, and I’d like to ask SDOT for more of this. Thank you SDOT!

Mike Carr

More SDOT created congestion now coming to Greenlake. Sometimes you need to just ask Why SDOT Why? This would be a good area for a budget cut.


There’s not a single segment where a travel lane is being removed. There’s a single turn lane being removed on a highly underutilized segment (#1, which has less than 4000 vehicles/day). WTF are you even talking about with this “created congestion” stuff?


How will this cause more congestion? From what I can tell, the only place where a car lane is lost is that tiny little part of Green Lake Drive, and even then it is a turn lane. Do you really think losing that turn lane is going to cause more congestion?