The Seattle Department of Transportation will wrap up the last of four “café-style conversations,” the public’s final in-person opportunity to give feedback on the city’s plans to build a dramatically scaled-back version of the Bike Master Plan, in Phinney Ridge tonight.
At last night’s meeting at the Van Asselt Community Center in Rainier Beach, about 50 people sat around tables and responded to a list of prewritten questions from facilitators about their “values,” how the bike plan reflects those values, and those values could best be realized as the city works to build out its bike infrastructure. (I did two detailed reports on the projects that the city has proposed delaying, downgrading, and eliminating here and here.) Although large maps of the South End dominated every table, the “conversations” offered no opportunity to discuss those maps in detail—to note, for example, the conspicuous gaps in the supposedly “connected” bike network at major intersections like Alaska and Rainier (and Alaska and Martin Luther King Jr. Way S), portions of major bike routes like 15th Ave. S., and throughout Georgetown and SoDo, where the plan shows short, random-seeming new stretches of bike lane that end abruptly when they approach arterial streets, suggesting (on the map at least) that cyclists will simply fly over the major intersections where they are most at risk of being hit.
At my table, the mood was somber as a group of both casual and commuter cyclists—two from Columbia City, one from Georgetown, two from South Park, one from Beacon Hill, and one from Capitol Hill—said they worried that no matter what they said during the facilitated discussion, SDOT, under the current mayoral administration, wouldn’t build anything that was remotely expensive or controversial.
“I’m here because I’m worried,” said South Park resident Maris Zivarts. “I’m worried that people will look at what happened with 35th”—a long-planned bike lane in Northeast Seattle that Mayor Jenny Durkan decided to kill after a group of residents complained that it would eliminate parking for businesses— “and say, ‘We can stop bike lanes [by complaining.]’ I don’t think I would be here if what happened with 35th hadn’t happened.” Charles Hall, a member of the Seattle Bicycle Advisory Board, noted that when Mayor Jenny Durkan’s staff and SDOT asked the board to list their top projects, they decided to focus exclusively on projects in South Seattle, where the bike system is most disconnected and where equity concerns are greatest. “We just really pared it down. We didn’t even put the projects in order,” Hall said. Instead, “We specifically prioritized the south end. And none of the projects that we wanted are even in the [implementation] plan.”
Sarah Shifley, who lives in Columbia City, put an SDOT staffer on the spot about why, exactly, the city decided to reject the Seattle Bicycle Advisory Board’s explicit recommendation to focus on creating safe, convenient bike connections between Southeast Seattle and downtown before saying, basically, that she didn’t buy it. “I don’t what the political block is. You can say it’s funding, but it feels like we all agree on the specific projects and then they just get shot down. … That’s my takeaway. It’s just sad.” Shifley pointed to the circuitous, up-and-down greenway route that the city recommends people riding from Southeast Seattle use to get to the rest of the city, then back to the map, where three major north-south thoroughfares—Beacon, Rainier, and MLK—were bare of any planned bike infrastructure. “It just seems crazy to me that there are so many major thoroughfares going north-south, and on a bike there’s not a safe one,” Zivarts chimed in.
SDOT says it plans to “incorporate” the feedback it receives at all four facilitated discussions into the final version of the implementation plan. (For good measure, the bike board will likely send a “sternly worded letter” to the mayor’s office, another board member told me at last night’s meeting). But without any specific recommendations from the public, particularly the bike-riding public, about what routes should be prioritized for safety, convenience, and equity, it’s hard to see how “incorporating public feedback” will amount to much more than a summary of the comments SDOT staffers dutifully scribbled on easel paper at last night’s meeting.
At the end of the night, the cyclists in the crowd scrambled to unlock their bikes from the rack outside the community center. The city had hauled it in for the bike discussion and took it away as soon as the meeting was over.