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What’s open food-wise in Eastlake?

Update 3/20/20: Son of a Butcher is now offering take out with a 10% discount to boot Monday – Saturday 11:30 a.m. to 9 p.m., and Pomodoro is also now offering take out with a 20% discount Wednesday – Saturday 5 to 8:30 p.m.

Most restaurants in Eastlake are now take out only (or moving in that direction). A few have closed temporarily. It’s a fluid situation, so check the website or call the restaurant to confirm. (And let us know of any updates: editors@lakeunionwatershed.com).

Here is a quick tour starting from the south at the Hydro House:

Great Northwest Soup Company says, “Thank you for being patient as we try to move forward with a take out only system…”

Siam Thai Cuisine take out. Website does not appear to be working right now.

Eastlake Specialty Market is open (take out).

Grand Central Baking Company take out.

20 oz Tea take out.

POKE Square take out.

Le Messe take out.

Serafina temporarily closed

Cicchetti temporarily closed.

Armistice take out.

Eastlake Coffee Cafe take out.

Son of a Butcher No sign yet of what the plans are for Son of a Butcher.

Subway open (take out).

Eastlake Market open (take out).

The Eastlake Zoo temporarily closed.

Terry’s 14 Carrot take out.

Pazzos take out orders from 5 to 9.

Otter take out. The owner was just in the process of updating their sign for a St. Patrick’s day special, cornbeef and cabbage. Today only!

Mammoth closed indefinitely

Pecado Bueno 10% off take out.

Starbucks open (take out).

Pomodoro’s Their website says they are studying the possibility of having take out. Check back in a day or so.

Hamlin Market and Deli open (take out).

Little Water Cantina some take out.

Seattle Caviar open (take out).

Ta Nu Ra Sushi Kappo 10% off all take out.

Le Fournil open (take out).

Sebi’s take out.

Johnny Mo’s take out.

Feature photo: A-board in front of Grand Central Baking Company

RapidRide will transform Eastlake – for better or worse that is the question

Seattle’s proposed RapidRide bus line and bike lanes will transform Eastlake Ave., the main street though Eastlake, by removing all parking and reducing the flexible four lane street to two lanes only. Pushing out cars, the proposed plan creates more capacity for moving people into and out of Eastlake and connecting them to major transit routes.

About two weeks ago, we submitted a series of questions that just didn’t seem to be getting addressed in public meetings to the city’s RapidRide project manager; he in turn had them fielded by subject matter experts.

At the same time the Seattle Bike Blog has been running a series of posts shedding more light on the importance of the Eastlake bike route to bicycling throughout the region.

The Seattle Bike Blog posts and the city’s response to our questions, highlight the positive impact RapidRide and bike lanes could have on the Eastlake community (not to mention global warming). The city can’t promise that the changes will bring more prosperity to Eastlake businesses, but if more people filling the streets helps local businesses, then that is a likely outcome.

Before answering our questions the RRJ Team provided a summary of the project for those unfamiliar with it:

The RapidRide Roosevelt (J Line) Project will upgrade Route 70 to provide high-quality service connecting Downtown Seattle with the neighborhoods of Belltown, South Lake Union, Eastlake, University District, and Roosevelt. Proposed project improvements including transit priority lanes and signals, new RapidRide bus stations, new protected bicycle lanes, upgraded ADA curb ramps, and new pavement on Eastlake Ave E that will enhance speed, reliability, and safety for all. 

The city’s proposed plan is not a done deal by any means. It is currently in the federal Environmental Assessment process, which means the public can continue to weigh in on it pro or con. See the end of the question and answer section for more details.

And here are our questions and the city’s responses:

LUW: A lot of people think this plan—RapidRide and bike lanes that take away parking on Eastlake Ave. – will destroy Eastlake businesses. How do you respond to that? Are there other communities in Seattle or other cities with this type of infrastructure, bike lanes with RapidRide? How are their business districts faring?

RRJT: We’ve heard these questions frequently from Eastlake community members, and we certainly understand where that feeling is coming from. As the city grows, there are more demands on our transportation system, which means that moving throughout the city isn’t nearly as convenient or as easy as it was just ten years ago. While our overall priority is to ensure people have safe access to homes, goods and services, we also want to provide transportation options to the widest variety of people.

RapidRide J Line is being designed to prioritize safe, frequent and reliable transit travel. Separating bicycles from vehicle traffic addresses safety concerns and minimizes friction between modes. In addition, prioritizing transit and bicycle access over single-occupant vehicle traffic helps the city address our climate change goals.

That said, these new options may benefit Eastlake businesses. RapidRide is King County Metro’s highest level of investment in service, amenities, speed and reliability, and innovation. Like Link light rail or the Seattle Streetcar, RapidRide is planned as permanent, high-quality transit infrastructure in local communities that transit riders can rely on. And due to transit investments planned throughout the corridor, our modeling shows that transit ridership is expected to double in 2024, providing more opportunities for riders to easily and efficiently access Eastlake businesses.

We’ve reviewed studies in neighborhood commercial areas that are similar to Eastlake assessing business impacts from the removal of on-street parking and the addition of bicycle facilities. These studies have found that there can be benefits for businesses as a result of new bicycle lanes even with the removal of on-street parking, and the change may not negatively affect businesses.

One example is the Toronto Center for Active Transportation’s report Bike Lanes, On-Street Parking and Business: A Study of Queen Street West in Toronto’s Parkdale Neighborhood that reviewed case studies across Canada, the United States, Australia, and New Zealand and found that “those arriving by bicycle or walking visit more often and spend more money overall” than people who drive. For more information about these studies see the Environmental Assessment.

Within the past several years, protected bicycle lanes have been installed along Westlake Ave N and 2nd Ave in downtown Seattle, NE 65th St in Roosevelt, and on Roosevelt Way NE in Roosevelt and the U-District. While there are variety of changes along all those corridors that can be partially explained by the changing dynamics of a rapidly growing city, there remain a wide variety of successful businesses and restaurants along each of those corridors.

LUW:  There is huge concern that RR will make Eastlake even more of a thoroughfare to downtown – a transit corridor – rather than a neighborhood with a thriving business district?  Businesses don’t really see most of their customers coming by bus – typically they’re driving or walking. Can you comment on what the vision is for connecting neighborhoods?

RRJT: RapidRide J Line is designed to connect neighborhoods to Eastlake and counteract the “corridor effect.” In many cases, people who just want to pass through Eastlake will choose to ride Link light rail. While a primary design consideration of RapidRide J Line system is to connect to other major transit modes like Link light rail and the Seattle Streetcar, RapidRide J Line is also designed to help complete the city’s transportation network for transit, bicycle and pedestrian modes.

The combination of the changes to lane configurations, addition of protected bicycle lane, and the transit system improvements of RapidRide will help calm traffic through the Eastlake community and enhance the community feel. For example, buses on Eastlake Ave E will no longer pull over to let passengers board or exit; they’ll instead remain in-lane so all vehicle traffic will be behind the bus as passengers get on and off. This creates a natural ‘platoon’ of vehicles behind the bus travelling no faster than the bus. As the bus stops at a station, a gap ahead of the bus will allow vehicles turning to clear out ahead of the bus so the bus will be less impacted by traffic at intersections ahead of it. Access improvements like all-door boarding will also help speed up the boarding process to offset delays to other drivers.

While some may use RapidRide J Line to connect to light rail at the U-District or Westlake stations, others may travel to those stations to access Eastlake itself. Providing connections to other modes allows more people to safely and easily travel to the Eastlake community than before with seamless transit connections even to the airport. The project will also bring pedestrian improvements to connect to the new bus stations which will improve the overall pedestrian environment including upgrading ramps to meet ADA requirements and providing pedestrian-level lighting at the stations.

LUW: Talk about the parking mitigation that is being considered for Eastlake – how that would work? And loading zone mitigation?

RRJT: We’re reviewing a variety of options for parking mitigation for the Eastlake community. These mitigation strategies are included in the project’s Environmental Assessment, and should the project receive a Finding of No Significant Impact from the Federal Transit Administration, they will be an official commitment made by the project and will be tracked going forward.

  • Following direct briefings with Eastlake businesses conducted in July 2019, we are currently reviewing load zone opportunities throughout the Eastlake corridor. While other neighborhoods have similar constraints to Eastlake that they can work around, we recognize no two neighborhoods are the same and want to be sensitive to and reflective of Eastlake’s individual business needs.
  • Facilitating discussions to work with private businesses that may be interested, or able to, allow parking lots to be shared parking for other uses. Apps like Spot Hero, Curb Flip, BestParking, and ParkMe are increasingly making shared parking convenient and safe.
  • Considering adjustments to the Restricted Parking Zone (RPZ) 8 to better ease parking congestion in the residential area and to address the needs of all curb space users in the area. This could include updating the time limit regulations and blocks that are covered by the RPZ. SDOT’s RPZ program includes extensive data collection and community engagement when making adjustments to RPZs. 

In addition, we will continue to work with businesses and residents to communicate on-street parking regulations and available commute options. There are a wide variety of commuting programs that SDOT and other area partners have developed that we can work with Eastside businesses and residents to adapt for the Eastlake community.

LUW:  RapidRide won’t go as directly into the U. District as the 70 now does – it will be a longer walk.  Why was that decision made?

RRJT: The project is planned to serve the U District Link light rail station, which will be a regional connection to the University District and the University of Washington. The line does not deviate to the east to serve the core of the UW campus because it is designed to travel in a more linear north-south pattern to provide fast connections to the U District Link station from the north and south. The University of Washington was involved in selecting the Link light rail station locations, so SDOT and King County Metro are mirroring those priorities. In addition, our initial ridership forecasting showed transit ridership would be higher with the planned route and stop locations compared to a route that deviates to the east as Route 70 currently does today. The J Line will also serve the western portion of the UW campus that extends to the west along NE Campus Parkway and NE 41st St.

King County Metro is currently leading the North Link Connections Mobility Project, which is an effort to identify future bus route changes after North Link light rail is open. This effort includes a review of east/west transit connections from the U District Link light rail station through the University of Washington. Depending on transit riders’ destinations on the campus, they may transfer to another route, walk or bike to their destination.

Finally, the University of Washington Master Plan shows planned campus expansion, which includes significant development on the west side of campus near RapidRide stations.

LUW:  The bike lanes will take away 350 parking spaces along Eastlake Avenue. Currently about 1,700 bicyclists cross the University Bridge daily – that’s expected to increase by how much when the protected bike lane is in place? Will electric scooters also be able to use the bike lane?

RRJT: The protected bicycle lane for Eastlake Ave E is designed to improve reliability and safety for people currently accessing Eastlake Ave E whether they’re in a car, on a bike, walking, or riding the bus. We certainly expect an increase in bicyclists as the all ages and abilities network continues to expand with key projects identified in the Bicycle Master Plan being completed. However, as the purpose and need of this project do not directly include increasing bicycle ridership, we have not performed a study of anticipated ridership increase. Our focus for this project has been on addressing safety of all transportation users including bicyclists.

SDOT is separately working on a scooter share pilot. This link has information about this new effort. One question we’re still examining internally is scooter access to protected bicycle lanes.

LUW:  For anyone concerned about climate change, this project seems to be a pivotal one that will have a positive impact on the environment. Can you elaborate more on that?

RRJT: Transportation is the leading contributor to greenhouse gas emissions in Seattle, and reducing those emissions is a key goal as we work to address global climate change. Passenger vehicles and commercial trucks account for 62% of Seattle’s emissions. Growing transit ridership and reducing driving alone are critical to meeting Seattle’s climate change goals. Implementing all ages and abilities bicycle facilities also provides an alternative to driving alone and this project will provide a key segment of the bicycle network. Between 2010 and 2018, the city’s drive-alone rate in the center city dropped from 35% to 25%, while bicycle and pedestrian volumes have grown approximately 60% during the same period.

There is no room in Seattle for new infrastructure for single occupant vehicles, so our transportation investments must provide benefit for options that move the most people with the least environmental impacts.

RapidRide J Line would improve air quality and reduce greenhouse gas emissions by decreasing the number of vehicle trips in the corridor compared to not building the project and using primarily electric trolley buses that do not produce tailpipe emissions.

Comment Period for the Environmental Assessment

The project is currently in a comment period for the Environmental Assessment and Section 4(f) Analysis. Comments can be left via the online comment form or mailed to Seattle Department of Transportation, 700 Fifth Ave, Suite 3800 (SMT-38-00), PO Box 34996, Seattle, WA 98124 attn: Darrell Bulmer. Comments must be postmarked or submitted by 5 PM on Friday, February 14, 2020.

New Large Development at 3101 Eastlake Ave. E.

Did the psychic reader see this coming?  Her house, the place next to her, and places south and in back (basically all small structures on the block south of Lake Union Café) will be demolished to make way for a seven story building with over 120 units (98 efficiency units and 28 small apartments, mostly studios, including two one-bedrooms). The preliminary design includes a retail street-level front of black glass along Eastlake Avenue.

The complex will have 21 underground parking spaces including some resident bike parking.

Deadline for public comment is January 2, 2019.

Project number is 3034445-LU  

The developer’s plan for the site is in this link under Attachments. It takes a moment for the attachments to load when you click on them. Then look for “Plan Set – Land Use.pdf.” (The pdf is 51 MB and too large to post here.)

These are the buildings along Eastlake Ave. E. that will be demolished along with a few houses behind them:

The Lake Union Cafe is not part of the project:

Lake Union Cafe stays.

There is a comment form for this project under Notice of Application.pdf.

Applicant contact: Lauren Garkel    206-782-8208

SDCI Planner  Wayne Farrens   206-727-8602

Written comments are encouraged and should be submitted to 

PRC@seattle.gov

Department of Construction & Inspections

ATTN Public Resource Center

P.O. Box 34019

Seattle WA 98124-4019

People who comment and provide an email address or return US mail address will be sent notice of any public meetings or hearings and notice of the SDCI decision with information on the right to appeal. All correspondence will be posted to the city’s electronic library.

The Borders of Eastlake Photography Project

As a project for the Eastlake News, local photographer, Matt Maberry, is doing a series on the borders of Eastlake. The Eastlake News is the newsletter for the Eastlake Community Council; both came into being at the same time and will turn 50 in less than two years (2021). Because one of the first things discussed in the first newsletter were Eastlake’s borders, that seemed like a good photography subject as the ECC approaches its golden anniversary. The feature photo for this blog post is also the cover of the Eastlake News (Winter 2019-20) and is of the old City Light building, the southern border of Eastlake. (The southern border was chosen because of all the construction happening there, which is also emblematic of what is currently happening in Eastlake.) Photos of other angles of the southern border are below:

The front of the former City Light building viewed from Eastlake Avenue.
The little Hydro House adjacent to it is now a popular lunch spot.
Northern view.
Southern view.

Matt shot the photos on Cinestill 50D film using a Mamiya RB67 camera.

His article about the site is also published in the newsletter and below. (The next border subject is still to be determined.)

The neighborhood of Eastlake, nestled between the eastern shore of Lake Union and the I-5 corridor, also has distinctive northern and southern borders. These demarcations are adorned by the landmarks of the University Bridge, and the Lake Union Steam Plant, respectively. The latter is situated in the crook of Fairview Avenue East and Eastlake Avenue East, both of which are current sites of construction.

The story of the site on the southern end of Eastlake actually begins with the Cedar River Falls hydroelectric facility, which provided electrical power to Seattle’s homes starting in 1905. As power demand increased, additions to the Cedar River facility were planned, eventually culminating in a design to dam the river. The steam plant on Lake Union was first proposed as an ancillary source, creating electricity by means of coal-fed steam-driven generators. Due to construction lag time however, the adjacent hydro facility, which fed off the Volunteer Park reservoir, was constructed and began operation in 1912. The steam plant itself was finished in 1917. Additions were made in subsequent years until the current arrangement was realized in 1921. The iconic smokestacks carried away the byproduct of the coal firing.

The plant was decommissioned as a power supplier in 1984. Since 1990 it was home to ZymoGenetics until Fred Hutchinson leased the space in June 2018.

The building complex is currently flanked by roadwork on either side. Neither project is associated with preparations for the new lessor, however. When the steam plant was finished, Fairview Avenue did not yet exist. It was constructed later atop pilings. These pilings are now being removed and replaced, among other efforts to upgrade the roadway and meet current safety regulations. The road was closed on September 23, 2019. The project is slated to last for 18 months. A detour currently reroutes traffic along Eastlake Avenue East; however, the detour itself is stymied by various projects in that stretch, principally development of a building at 1165 Eastlake Ave. E.

The hydro plant and the steam plant received landmark status in 1987. The presence of the Fred Hutchinson Cancer Research Center will usher in a new chapter of rich history for the site, as will the upgrades to Fairview Ave. and removal of the last major timber-supported bridge-roadway in the city.

Should Lake Union be an International Seaplane Airport in the Heart of the City?

By Peter Erickson

In a letter on August 14 of this year, Kenmore Air quietly petitioned the Seattle Police Department and City of Seattle for measures that would effectively turn the center of Lake Union into a dedicated seaplane runway. By way of background, in the 1970’s there were 7 to 10 flights (5 take-offs /5 landings) a week on Lake Union. By 1989 there were 20 take-offs/20 landings a day. This year Kenmore Air alone (exclusive of Harbor and Chrysler Air) averaged 50 take-offs/50 landings a day over a 10-hour day that’s a flight event every 6 minutes. And if the dedicated runway requested in the last paragraph of their letter comes to pass, Lake Union will become a continuous hub of loud commuter flights with serious environmental and safety impacts for maritime, commercial and recreational users in the heart of our city.

Our organization, the Seaplanes Environmental Coalition (SEC) representing adjacent community councils, homeowner organizations, maritime businesses, floating homes and recreational enterprises, is reaching out to engage Kenmore Air in a public, comprehensive planning process based on the input of all Lake Union stakeholders.

site of seaplane runway on Lake Union

Today’s seaplane debate is driven by Kenmore’s letter to the city of August 14 which requested the following:

  • A 400-foot-wide by 3,000-foot-long zone with a single row of buoys down the center of the lake.
  • The buoys blink for 5 minutes when pilots are landing or taking-off. When blinking everyone is expected to move away.
  • Kenmore’s letter claims “an average of 80 flights a day” (which does not include the flights of its Canadian affiliate, Harbour Air), which over a 10-hour day during the summer means a flight every 6 minutes. In short, the buoys are always blinking and this 1.2 million square-foot runway is effectively an off-limits zone down the center of the lake.
  • Thousands of sailboats, kayakers, paddleboarders, rowers, recreational power boats and maritime businesses use the lake every week during the summer.
  • As a limited natural resource Lake Union is now very crowded. Simultaneously Kenmore Air, Seattle Seaplanes, and now Harbour Air out of Canada, have increased flights from 40 to over 80 flights a day. Because of these crowded conditions, Kenmore’s letter states that the single row of buoys is not safe and now requires police management. Yet Kenmore Air, a profitable, privately owned company, instead of monitoring the lane itself expects the police department to patrol the runway clearing it of boats and recreational users — at tax payer expense
  • The only readily found fee paid by Kenmore Air for the use of Lake Union as their runway is to the Department of Natural Resources for $8,000 a year.
  • In the last paragraph of their letter, Kenmore states that if the policing and single row of buoys doesn’t work, they request a second row of buoys as a “demarcated landing zone in Lake Union for the exclusive use of seaplanes”.

The Seaplanes Environmental Coalition’s main objective is a Lake Union for All. It has three goals:  livability, public safety and the equitable sharing of the lake.

Our short-term goals are as follows:

  • Kenmore should retract in writing its request for the second row of buoys to the City of Seattle and Department of Natural Resources.
  • Kenmore to cease further backdoor efforts (as with the August 14th letter which should have been cover-copied to SEC based on the 1989 Agreement) to impose a double-buoyed dedicated runway down the center of Lake Union.
  • Kenmore be allowed to continue to operate with the temporary and seasonal single row of buoys, subject to the review by the agencies involved, including public outreach and comment.
  • Kenmore agree to partner with SEC in community outreach for a public process with all stakeholders to develop a comprehensive land-use plan for Lake Union.
  • Kenmore be solely responsible for its own life-safety measures which should include the use of its staff and equipment to monitor the runway and educate users of the lake that interfere with its landing zone. As a private business that recently sold an interest in its company for many millions of dollars it should not be burdening the under-funded Harbor Patrol to clear its runway.

The Seaplanes Coalition’s long-range objective is to work with Kenmore and other seaplane operators:

  • to limit the use of the Lake Union to specific seaplane operators (as opposed to the general public);
  • to reduce the number of seaplane flights to and from Lake Union;
  • to transition over a 5 year period to less noise planes, with less impact;
  • to develop zoning controls for Lake Union based on stakeholder input;
  • and to find additional safe and sustainable, seaplane runways on nearby bodies of water and/or relocate flight operations to one of the several nearby land-based airports;

SEC is willing to work with Kenmore and other operators to make Lake Union a safer and better environment for all. To support this effort to require a comprehensive lake-use plan based on the input of all stakeholders, go to our website www.savelakeunion.com and sign the petition (ignore the confusing petition service’s request for a donation).

Peter Erickson is president of Seaplane Environmental Coalition.

Green Building meets Boys in the Boat

The first senior living center in Eastlake will also be the world’s greenest, according to its developer, giving Lake Union another notch on sustainable innovation around its shores. As the building looks toward the future, it also commemorates the past. Taking a page from the best seller Boys in the Boat, the building will pay tribute to the UW’s 1936 Olympic rowing team with a modern shell house design.  (The address was also changed to reflect that — 1936 Eastlake Ave.) The building, part of the Aegis Living portfolio of senior assisted living centers, broke ground this week at the corner of Eastlake Avenue and Newton Street.

Green building is a challenge for senior living centers, says Aegis representatives, because of the facilities’ continuous energy use due to being occupied 95 percent of the time. However, the company has found ways to meet that challenge.

According to Aegis’ press release:

The building is on track to be the first assisted living community to meet the most rigorous global green/sustainability building standards with a Living Building Challenge certification and is participating in the City of Seattle’s Living Building Pilot Program. In addition to a novel emission-free design approach, the organization developed new energy and water consumption benchmarks for the senior living category….

Built to be emission-free, Aegis Living Lake Union will use standard electricity to support the entire 70,000 square-foot building, including large appliances and kitchen equipment, significantly reducing overall environmental impact. The community will offset more than the building’s total energy demand through various energy reduction measures, an onsite solar array and an offsite solar energy farm. Key features include improved insulation such as triple pane windows and thermal insulation for exterior walls, heat recovery through forced-air ventilation, a recirculating heat pump system, LED lighting and sensors to monitor use, installation of all high efficiency appliances and more. The community will save approximately 320,000 kilowatt-hours annually – equivalent to planting more than 12,000 trees each year. Another 1.7 million kilowatt hours will be generated between the solar array and offsite energy farm.

All non-drinking water will be supplied through captured rainwater and treated greywater; the community will reserve potable water for consumption only. These measures will save more than 140,000 gallons of water annually for the life of the building.

Like most of the new construction on Eastlake Ave., the building will take advantage of the new height limits, standing six stories above ground and one story below.  The structure will have 79 units consisting of studios and one bedrooms; some will be memory care units. “Amenities include a spa/wellness center with a salon, massage parlor and fitness center,” according to the press release. “Signature for Aegis Living communities, residents will enjoy a variety of gathering spaces to spend time with family, friends and neighbors, including an onsite cinema and sky lounge and a terrace with views of Lake Union.”

Below ground will feature 18 parking spaces, 16 bicycle parking spaces, two loading docks and additional storage areas.

The street level will have an Aegis restaurant known as Queen Bee Café and open to the public. Aegis donates 100 percent of the profits from the café to local charities.

Although it won’t open until spring 2021, Aegis Living Lake Union is a taking resident applications now.

Red Robin site will hatch a pizzeria

According to the Puget Sound Business Journal, two former Microsoft employees, John Genna and Moritz Loew, will open a pizzeria called “Johnny Mo’s,” at the old Red Robin Restaurant site now being redeveloped as Robin’s Nest. As the PSBJ writes:

Loew, who grew up in Chicago, and Genna, of New York, are bringing the “powerhouse” styles of pizza to Seattle, Genna said. The restaurant will pay homage to the heritage of those styles and nod to the Red Robin with its brick aesthetic and mural.

“We understand how iconic that place is for Seattle,” Genna said.

The two have ties to the neighborhood. They owned a boat moored near the Red Robin and frequented the restaurant in the late ’90s when they both worked at Microsoft.

The restaurant will employ about 25 to 35 people, and the owners hope to open it sometime in July.

The Robin’s Nest site is a complex of two buildings separated by an L-shape courtyard. The pizzeria will be in the left building street level. The rest of the complex will be 61-63 apartment units with approximately 20 parking spaces. Photo taken July 2, 2019.
Say “goodbye” (for now) to the floating sidewalk on Lake Union

There are many gems on Lake Union, but one that mostly locals know about (and fiercely protect) is about to disappear. It’s the floating sidewalk adjacent to the Fairview bridge that is itself adjacent to the historic City Light Steam Plant building.  The old wooden trestle bridge has done its time and must go and along with it the hidden floating sidewalk – you can’t see it from the roadway.

But it’s there all the same, down a stairway, offering a brief, delightful refuge from the street. It’s also one of the few places where you can get close to the lake and view a wide vista, as a friend of mine noted. Close, for sure, you’re walking right on it; it’s open space, a de facto park.

Pedestrians love the floating sidewalk beside the Fairview trestle.

The bridge will be replaced with something earthquake proof, streetcar ready, sturdy and modern with bike lanes and look out points. At first there were only vague promises of bringing back the floating sidewalk.  It was dependent on budget and permitting, said the city, and that didn’t sound promising. But MariLyn Yim, SDOT project manager, confirms the floating sidewalk will be rebuilt.

Rendering of new Fairview Avenue Bridge.

She had to do “some trading and swapping and talking [to get] the floating walkway OK’d,” wrote Jules James, one of its fierce defenders, in an email.

Closure and demolition of the bridge is expected to happen this fall, once improvements to Aloha Street are complete as that will be the detour route.

The roadway next to the historic Steam Plant building is actually an old wooden trestle, reinforced over the years.

Some are predicting major traffic jams with the closure of this 500 foot segment, but that’s what they said about the viaduct too and that just wasn’t the case

Catch the old floating sidewalk now while you still can. It’s just a stone’s throw from MOHAI and the Center for Wooden Boats. Walk up Eastlake Ave. for a close-up view of the historic Steam Plant and its remarkable tilework. (Eastlake Ave. is its front.) Next door is the even older Hydro House, open for breakfast and lunch weekdays with an outdoor patio that faces the lake and overlooks the old bridge.

Featured floating sidewalk sketch by Karen Berry.

Denser development coming

Owners of the Cortina, located at the opposite southern corner from Serafina, at 2001 Eastlake Ave., have submitted plans to the city to tear down the two buildings that make up the 1957 22-unit apartment complex, according to a May 21 Seattle Daily Journal of Commerce article. The proposal for the site takes advantage of the new 65-foot up zoning, notes the Journal. The owners, Graham Capital Group, plan a six-story, 90-unit apartment building with retail and commercial space and 35 underground parking space, as well as room for 95 bike stalls.

This old house on Eastlake may be replaced with a six-story 30-unit building, no parking.

Another parcel taking advantage of the new up zone, is between the Cortina and Serafina, an old house, at 2031 Eastlake Ave. Plans were submitted for it to be replaced, according to a May 20 Seattle Daily Journal of Commerce article, with “a six-story building with 30 units, no parking and possibly 600 square feet of commercial space.”

Sold: Roanoke Terrace Apartments

According to the Daily Journal of Commerce, the 1968 Roanoke Terrace Apartments at the corner of Eastlake Ave. (2600) and Roanoke St., across from the tennis courts, recently changed hands for just under $6.8 million.

Don’t worry; it’s not a tear down, but the new owners, Shilshole Development, do plan to renovate the four story, 16-unit structure. The average unit is 970 square feet; and the average price per unit pencils out at $424,475.

There are 14 parking spaces.

“Also in the same neighborhood,” notes the Journal, “Shilshole Development is redeveloping the old Ross Labs site, at 3138 Fairview Ave. E., with a small renovated office building and 103 new apartments”

Roanoke Terrace Apartments seen from the tennis court side of the street, and way above seen from Eastlake.
The old Ross Labs.
What the new building at 3138 Fairview Ave. E. might look like (just below and to the north of Lake Union Cafe).