Morning Crank: City Falls Further Behind on Bike Lanes; 35th Ave NE “Alternative” Would Include No Bike Lanes at All

1. The latest quarterly report on the Move Seattle Levy, which The C Is for Crank obtained in advance of a Move Seattle Oversight Levy Committee meeting on Thursday, reveals that the Seattle Department of  Transportation has continued to fall behind on plans to build out the bike network laid out in the 2014 Bike Master Plan, particularly when it comes to protected bike lanes. According to the report, because of “ongoing challenges with cost estimate increases, packaged-contracting approach, and contractor delays,” SDOT will “not meet annual targets” for bike-safety improvements—an understatement, given that many of the projects that were supposed to have been completed or underway this year have been delayed multiple times, some since 2016, the first year the levy was in effect. (The report also includes updates on other levy projects, including sidewalks, street paving, and bridge projects.)

The report lists seven bike projects as being completed in 2018, including two that were “2017 target[s]” (full list above). These include 1.88 miles of protected bike lanes and 7.47 miles of neighborhood greenways—markings and traffic-calming measures on streets that parallel arterial streets. This represents a significant shortfall from the 10.43 miles of protected bike lanes and 12.47 miles of greenways that SDOT had planned to build this year.  Protected bike lanes are typically more controversial than neighborhood greenways, because they take up space on arterial roads that was previously occupied by (parked or moving) cars; witness the battle over a long-planned bike lane on 35th Avenue Northeast, which is on this year’s list of planned but uncompleted projects. (More on that below).

However, a closer look at all five of the projects the report cites as having come in on schedule in 2018 reveals that SDOT is further behind on building greenways and, especially, protected bike lanes than the report makes it appear.  Of the five projects, only one—a 0.65-mile stretch of greenway on N. 92nd Street—was originally scheduled for construction in 2018. The rest were delayed projects from previous years. “If we’re going to live up to our climate goals, our equity goals, our safety goals, we have a lot of work left to do,” Neighborhood Greenways director Gordon Padelford, who received a copy of the report, says.

For example: A 5.45-mile stretch of greenway paralleling Rainier Ave. S., which the report lists as a completed 2018 project, was originally supposed to be built back in 2016, under to the city’s adopted Bike Master Plan, but was pushed back, first to 2017, and then to this year. (SDOT’s third-quarter report for last year—the equivalent of the report that’s being released this week—lists the project as “pushed to 2018.”) Similarly, a 0.39-mile protected bike lane on 7th Avenue, in downtown Seattle, that the report counts as a 2018 project was originally supposed to be finished in 2017. Another protected bike lane on S. Dearborn Street, which has not been completed and is listed as “in progress,” was originally supposed to be built by 2016.

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Oversight committee member Brian Estes says, echoing the report, that some of the delays were unavoidable, due to issues with contractors, a concrete driver strike in September, and other factors. But, he says,  “political considerations” also contributed to delays in building out bike infrastructure in the center city (the City Center Bike Network and the One Center City plan) under both former mayor Ed Murray and current Mayor Jenny Durkan. In August, the oversight committee sent a lengthy letter to Durkan and the council outlining other factors that, in their view, contributed to problems delivering on all the projects promised in the levy, including SDOT’s “organizational structure and culture,” “lack of transparency and failure to act,” and the fact that Durkan still had not appointed a permanent director of SDOT. (The agency is currently on its second interim director since Durkan took office in 2017).

A spokeswoman for SDOT says that a new work plan, which will also be released on Thursday, will provide much more detailed information about how the city plans to complete the outstanding levy projects. The oversight committee has not yet received a copy of that work plan, which, according to an email an SDOT staffer sent to stakeholders, was held up because staffers were out of town over Thanksgiving and due to the need for “coordination with the Mayor’s Office.” In the email, the staffer characterized the third-quarter report, not the work plan, as “the main topic for Thursday’s meeting.”

2. A series of “facilitated conversations” between advocates for and against a planned bike lane along 35th Ave. NE between Wedgwood and Ravenna did lead to some consensus around a set of safety improvements in the corridor—lower speed limits, new crosswalk markings, and the like—but no agreement on whether to build the protected bike lane, which has been in the Bike Master Plan since 2014. Opponents of the bike lane have argued that it will harm businesses who need on-street parking (in fact, a parking utilization study showed that, at most, 40 percent of spaces are occupied); that it will lead to more collisions with cyclists, not fewer; that a bike lane will slow vehicle traffic to a crawl; and even that safe bike lanes are only for “the privileged.”

As a result of the facilitated conversations, SDOT reportedly presented two options for moving forward: The “contracted design” (to which the Move Seattle Levy report, above, refers), with a protected bike lane on one side of the street, an unprotected bike lane on the other, two travel lanes, and one lane of parking; and an “alternative,” which includes no bike lanes, a lane of parking, two travel lanes, and a center turn lane. The “alternative,” interestingly, would get rid of the same amount of parking as the protected bike lane option; the only difference between it and the way 35th Avenue NE is currently configured is the new center turn lane.

SDOT directed questions about the new 35th Avenue option to the mayor’s office, which has not responded substantively to requests for comment made on Monday and Tuesday.

Meanwhile, I spoke with several bike advocates who participated in the mediation. They say they remain optimistic that 35th Avenue NE will get bike lanes eventually, but were concerned about the precedent created by the mediation process, which Durkan and Northeast Seattle council member Rob Johnson initiated after getting thousands of emails opposing the project. Liam Bradshaw, a member of the pro-bike-lane group Safe 35th Avenue NE, says the bike lane project “sat and festered and we had this whole debate. There was nobody who would say outright that we were going to build it the way it was drawn.” Bradshaw says the lack of a permanent SDOT director contributed to the delay. “I don’t fault the mayor for not making a decision—I fault the mayor for not appointing an SDOT director,” he says.

Advocates for the bike lane have started a Change.org petition urging the city to “Complete the 35th Ave NE safety project now!” Durkan is supposed to announce a decision on the project by the end of the year.

More Delay for 35th Ave. NE Bike Lane as City Hires Mediator to Facilitate “Conversation” Between Pro- and Anti-Bike Lane Groups

The C is for Crank has learned that the city has hired a mediator, at an estimated cost of nearly $14,000, to facilitate a series of “conversations” to “explore areas of concern” between opponents and proponents of a bike lane on 35th Ave. Northeast, which has been a part of the city’s bike master plan for years but is at risk of being derailed by neighborhood activists who say it will harm businesses in Northeast Seattle. A spokeswoman for Mayor Jenny Durkan’s office says that she and city council member Rob Johnson decided to add this extra step to the process because “more than 3,400 people have contacted the Mayor’s Office regarding this project.” The goal, the spokeswoman says, is to “bring people together to facilitate conversations and work toward finding common ground.”

At the mediation sessions, which began earlier this month, representatives from each side of the bike lane issue will sit down separately with representatives from the mayor’s office, the Seattle Department of Transportation, and John Howell, a facilitator from the Cedar River Group, “to discuss their interests and concerns about the project in hopes of finding areas of common agreement as the project construction proceeds,” according to a mediation outline obtained by The C Is for Crank. The outline continues: “There are different perspectives in the community about the potential impacts from the project (mostly regarding the bike lanes). The Mayor’s office has agreed to convene parties representing those different perspectives.

The debate over the proposed protected bike lane, which would run along 35th Ave NE from Ravenna to Wedgwood, has been going on, unresolved, for years. Recently, though, the rhetoric from bike lane opponents has escalated dramatically to include allegations that those advocating for the bike lane are classist, racist, ageist, and ableist. At the same time, bike lane proponents have reported being publicly and privately threatened, and vandals have repeatedly damaged equipment used to measure speed and traffic volumes along the street. Just last month, someone planted fireworks in construction equipment that was being used to repave the roadway, prompting a response from the city’s bomb and arson squad. (Save 35th Ave. NE, the group opposing the bike lane, has disavowed and denounced the attack.)

The city’s official Bike Master Plan has promised a separated bike lane on 35th since it was last updated in 2014, and the project was supposed to be completed this year. The latest progress report on the bike plan, which SDOT is presenting to the city council’s transportation committee this afternoon, notes that the project will now be delayed until 2019, so that the city can participate in “an ongoing dialogue with the communities impacted by these projects.”

According to the project outline for the mediation, the anti-bike lane community will be represented by attorney Gabe Galanda and Pacific Merchant Shipping Association VP Jordan Royer, two men who also happen to be the campaign manager and top-listed officer, respectively, for a new PAC, “Neighborhoods for Smart Streets,” that just formed last week. The purpose of the PAC, according to the Save 35th Ave. NE newsletter: To “mobilize around transportation-related causes like Save 35th and candidates for local office who are not ideologues when it comes to local transportation planning.” Galanda, readers may recall, is the lawyer who argued that bike lanes only “serve Seattle’s white privileged communities, and further displace historically marginalized communities.” I responded to some of those arguments—particularly the claim that marginalized communities don’t want safe places to bike—here.

It’s unclear what the mayor’s office, and Johnson, expect to accomplish by adding a new mediation step to the process of building a bike lane that was approved after a lengthy process several years ago. According to the mayor’s spokeswoman, the goal of the mediation process is “Finding common ground on improvements in the corridor”—presumably improvements that are unrelated to the bike lane at the heart of the conflict. But why mediation, a process usually reserved for conflicts between two people or entities with a legal stake in the outcome of a dispute? Neither side of the mediation is a formal party to the decision, and no one is suing to stop the project. Save 35th Avenue NE, however, has been explicit about what it hopes to get out of Durkan—a “unilateral” decision to kill the bike lane. In an email late last month, as mediation was getting underway, the group encouraged its members to  “Contact Mayor Jenny Durkan” and tell her to kill the bike lane, because “In the final analysis, SDOT reports to the Mayor of Seattle. Mayor Durkan halted work on the First Avenue streetcar project. She can likewise unilaterally stop the bike lanes proposed for 35th Ave. NE.”

That email, written less than two weeks before the first mediation session, hardly sounds like the work of a group that is open to “compromise” and “common ground.” And there is plenty of other evidence that the anti-bike lane activists aren’t coming to the table in the best of faith. So far this year, Save 35th NE has claimed that single mothers do not ride bikes; asserted that SDOT “did not actually view streets such as 35th” before proposing bike lanes there; accused city council member Rob Johnson of lying to constituents and denigrating elderly and disabled people in his district; and accused Johnson, based on a single out-of-context email, of organizing an opposition group called Safe 35th Ave. NE.

The project outline for the mediation process doesn’t say how long the mediation will take,

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