Eight years after signing an ambitious climate pledge, Seattle is making strides toward implementing neighborhood-scale initiatives aimed at reducing pollution and enhancing non-car transportation options.
The Seattle Department of Transportation (SDOT) is finalizing its selections for the city’s first pilot program of “low pollution neighborhoods” (LPNs), anticipated to roll out by 2028.
This commitment was reinforced by an executive order from Mayor Bruce Harrell in 2022, aiming to specifically address transportation emissions.
The initiative builds on a 2017 pledge made by 12 global city leaders, including Seattle, to create carbon-free zones within their municipalities by the end of this decade.
Significantly, this pledge was made by interim mayor Tim Burgess, a prominent figure in Seattle’s climate strategy, alongside leaders from cities such as London, Paris, Copenhagen, Vancouver, and Mexico City.
While many cities have quickly moved to implement emissions-free zones, Seattle’s efforts have been bogged down in protracted planning phases.
Former Mayor Jenny Durkan considered the controversial idea of downtown road congestion pricing but ultimately opted for a more ambiguous set of climate proposals that included the notion of emission-free zones.
Now, with the receipt of a $1.2 million federal grant in 2023, coupled with $8 million in funding from Seattle’s new transportation levy, SDOT is prepared to advance the low-pollution neighborhood program into the implementation phase.
Recently, Radcliffe Dacanay, the department’s Chief Climate Officer, provided the Seattle Planning Commission with an update on the program, presenting a map of potential neighborhoods that will eventually be narrowed down to three locations.
Neighborhoods such as Lake City, Capitol Hill/First Hill, Little Saigon/Yesler Terrace, Beacon Hill, Columbia City, Georgetown, and South Park are on the shortlist.
Dacanay explained the selection approach: “Our first pilots need to be where LPNs make the biggest impact.
We have limited funds and time, which means we must focus on neighborhoods identified by the racial and social equity index.
These areas are the most affected by pollution and climate-related events, and we are prioritizing places that experience high crash rates and have substantial transit dependency as well as low car ownership.
These neighborhoods stand to benefit significantly from improved walking, biking, and transit infrastructures.”
Globally, a low-pollution neighborhood typically involves measures to either eliminate or heavily restrict through traffic.
For example, Barcelona has implemented superblocks, effectively pedestrianizing certain street segments while allowing motor vehicle access only on the perimeter.
Similarly, London has developed low-traffic neighborhoods (LTNs) citywide, introducing modal filters to allow pedestrian and bicycle traffic while rerouting vehicle drivers.
Furthermore, London’s central area features an ultra-low-emissions zone, charging vehicles that do not meet specific emissions standards.
The exact framework of Seattle’s low-pollution neighborhoods remains somewhat unclear and will be determined in collaboration with the chosen communities.
Potential upgrades discussed by SDOT include creating street plazas, closing streets for events, installing raised crosswalks, implementing electric vehicle charging stations, and planting more street trees.
This neighborhood-focused approach affords the advantage of garnering community input before implementing changes.
However, it may result in some areas receiving more effective pollution reduction measures compared to others.
Jaya Eyzaguirre, SDOT’s Low Pollution Neighborhoods Senior Urban Designer, articulated the program’s objective: “We want to improve air quality, climate resilience, mobility, safety, and community health, maintaining a strong focus on safety as a public health issue aligned with Vision Zero.
In addition, we aim to ensure that our climate response yields meaningful equity outcomes.”
The SDOT team overseeing the initiative clarified that the current lack of specific details is an intentional choice designed to foster community engagement.
Dacanay noted that their goal was not to dictate what a low-pollution neighborhood should look like, recognizing that many neighborhoods differ significantly from European models often cited in discussions.
Some neighborhoods may align with these models while others may not.
Capitol Hill, for instance, was mentioned as a locality where more European-style street treatments might be implemented; however, previous efforts to do so encountered significant pushback from local business owners concerned about vehicle access.
From 2016 to 2018, SDOT ran a limited pilot called a “people street” along E Pike Street, experimenting with the closure of various segments to foster community activities.
Ultimately, the pilot did not yield lasting changes, and interest waned.
In 2022, Councilmember Teresa Mosqueda attempted to revive interest in the Capitol Hill superblock concept by organizing a walking tour with stakeholders, although it drew swift backlash from local business owners.
Dacanay emphasized that measures effective for certain neighborhoods may not apply to others, suggesting the need for tailored solutions based on community feedback.
This emphasis on localized solutions acknowledges that different neighborhoods may have distinct needs, priorities, and challenges regarding pollution and transportation infrastructure.
Concurrent with these discussions, Dacanay faced inquiries from several planning commissioners urging a faster pace in implementing pollution reduction measures designed to enhance walkability and neighborhood vitality.
The commission has shown a consistent enthusiasm for the proposed growth plan that includes “Neighborhood Centers,” aimed at promoting concentrated business activities and increased housing density — a concept that naturally complements low-pollution neighborhood treatments.
Commissioner McCaela Daffern expressed urgency, stating, “We’re facing a climate crisis.
We have decades of community planning work that we could build upon and implement quickly.
These efforts will be challenging, and some stakeholders may resist them.
In my experience, the City tends to capitulate under pressure from those who are more influential in neighborhoods, often at the expense of those for whom these changes could be beneficial.”
Another commissioner pointedly remarked that the presentation lacked focus on critical aspects like changes to traffic patterns and emphasized the need to showcase the benefits of reducing vehicle traffic at the forefront.
“This is a pivotal moment for bringing clarity to how we are going to eliminate cars from these neighborhoods,” commissioner Matt Hutchins noted.
He articulated a desire for more decisive action, advocating for quicker deployment of pilot projects rather than merely continuing discussions.
Overall, as Seattle advances its climate goals and explores the concept of low-pollution neighborhoods, it will undoubtedly face challenges, but community engagement and localized solutions will be key to its success.
image source from：theurbanist
