The Seattle Transportation Committee of the Seattle City Council convened on September 2nd, 2025, to review significant improvements to city infrastructure.
Chaired by District 1 Councilmember Rob Saka, the meeting focused on the pressing issues concerning the city’s extensive sidewalk network.
A highlight of the discussions was the introduction of an innovative e-cargo bike permit program designed to align with the city’s climate goals and enhance urban delivery efficiency.
### Focus on Sidewalks: Repair and Accessibility
A substantial portion of the meeting was dedicated to the Seattle Department of Transportation (SDOT)’s sidewalk programs, which include new sidewalk construction and the Sidewalk Safety Repair Program (SSRP).
Bill Lort outlined that the recently approved transportation levy allocates $111 million over a span of eight years to construct new sidewalks, targeting an ambitious goal of 320 blocks, with 250 blocks slated for completion within the first four years.
Currently, SDOT has initiated neighborhood walkshops to prioritize proposed sidewalk locations and anticipates delivering 40-50 block faces of new sidewalks by the end of 2025.
Jenny Green, who oversees the SSRP, explained the program’s objective to maintain Seattle’s 2,300 miles of sidewalks across over 34,000 blocks.
The primary aim is to ensure sidewalks are safe and accessible, specifically addressing damage attributed to SDOT street trees or adjacent to city-owned land.
SDOT employs a condition rating system (excellent, good, fair, poor, very poor) to assess project prioritization and selection, informed by data collected in 2017.
A 2021 audit, along with a report from the University of Washington, resulted in six key recommendations aimed at improving the sidewalk repair process.
These recommendations include:
1. Streamlined enforcement methods
2. Exploring a by-bill repair ordinance
3. Implementing a sidewalk repair financing program
4. Instituting an income-based cost-sharing program
5. Creating a five-year sidewalk shim and bevel plan
6. Simplifying the permitting process for property owners
Proactive beveling and an updated online guide have been implemented concerning the last two recommendations, while a task force is currently developing strategies for the first four.
A notable challenge discussed was the considerable estimated backlog of $1.3 billion needed to fully repair sidewalks and remove obstacles, particularly those adjacent to private properties, to ensure compliance with the Americans with Disabilities Act (ADA).
Property owners bear the responsibility for maintaining sidewalks next to their properties, a fact that SDOT is actively working to communicate to the public through notice letters and informative resources.
SDOT has also adopted innovative solutions and a comprehensive prioritization model for repairs, emphasizing factors such as safety, mobility, impairment, project costs, and sidewalk usage in proximity to schools, transit stations, and hospitals.
Geographic and social justice considerations are integral to their approach, utilizing the Race and Social Equity Index map to inform decisions.
The department is also addressing emergent repair needs, such as damage caused by the severe windstorm experienced in February.
A potential innovation outlined during the meeting is the pilot use of aluminum plates to bridge over large tree roots, which would replace traditional concrete in order to preserve tree health while making sidewalks more accessible.
Under the new levy, SDOT aims to accomplish 34,000 spot repairs over eight years, averaging about 4,250 repairs annually.
During the meeting, Council Member Rinck raised inquiries regarding the incorporation of low-carbon concrete technology in sidewalk repairs, as well as engagement with the disability commission.
SDOT confirmed that they are already utilizing environmentally friendly options in their concrete specifications, including recycled concrete, and are examining new vendor partnerships.
They also collaborate closely with the department’s ADA program lead, ensuring input from an advisory council representing the disability community, as they integrate sidewalk repair into a broader ADA transition plan.
Council Member Kettle stressed the importance of establishing new sidewalks in underserved districts to promote equity, while also voicing concerns about the potential risks of litigation related to sidewalk issues and the challenges brought about by large, privately planted trees in planting strips.
In response, SDOT outlined that proactive beveling and rapid responses to reported sidewalk uplifts are strategies they employ to mitigate litigation risks.
They educate property owners about selecting appropriate tree species and the permitting process.
However, SDOT also acknowledged the financial burdens associated with managing mature trees that cause sidewalk damage, which often exceeds the means of many homeowners.
Currently, they do not have a specific policy in place to assist with such complications.
### E-Cargo Bike Permit Program: Pioneering Sustainable Delivery
In a separate presentation, the committee evaluated the proposed e-cargo bike permit program, led by SDOT representatives Katherine Rice and Mike Estey.
This initiative is closely aligned with the city’s climate agenda, given that transportation accounts for 58% of Seattle’s overall emissions, with freight contributing to a notable portion of that.
The aim of the program is to alleviate congestion, enhance street safety by reducing instances of double parking, and cultivate partnerships with local businesses.
The legislation lays out three pivotal actions:
1. Establishing a legal definition for commercial electric cargo bikes in city code, accommodating vehicles with two, three, or four wheels, limited to a maximum width of 48 inches that can utilize protected bike lanes, a maximum power output of 750 watts, and a speed limit of up to 15 miles per hour.
2. Allowing curbside access in both business and residential areas, incorporating time-limited load zones as well as paid, restricted, and unrestricted parking zones, facilitating safe parking close to final destinations.
3. Formulating a formal permit structure through SDOT’s traffic permit counter, necessitating a valid business license and a permit plate mounted on the bike.
An annual fee of $100 per bike is proposed, with the first six months waived to incentivize participation, particularly among small-to-medium businesses.
SDOT intends to gather data on package deliveries, vehicle miles traveled, and the operational areas of these bikes to guide future program expansions.
There are various opportunities for the program to capitalize on, including incident response, aiding local businesses like Pagliacci Pizza, engaging major freight partners such as Amazon and DHL, and considering a “lending library” model to ease adoption challenges for smaller enterprises.
The rollout of the program is anticipated for either the fourth quarter of this year or the first quarter of next year.
Council Member Kettle expressed support for the e-cargo bike program while raising apprehensions about e-mobility devices operating unsafely on sidewalks, distinguishing cargo bikes from “human cargo” e-taxis and advocating for parallel legislation for the latter.
SDOT reassured that the design of the program, which includes designated curb parking, aims to keep cargo bikes off sidewalks.
It was further clarified that regulations concerning human-carrying devices will be handled separately.
Council Member Rinck expressed support for the proactive design of the program and its alignment with the city’s electrification transportation plan.
She noted the collaboration with Seattle City Light regarding collocated charging infrastructure and microhub concepts.
Rinck also requested clarification on the feasibility of the 48-inch width fitting within most bike lanes, to which SDOT confirmed this is generally compatible with protected lanes.
SDOT justified the proposed $100 flat annual fee, stating it is lower than the fee for commercial vehicle load zones, designed to recoup costs while promoting adoption.
Chair Saka concluded the meeting with praise for the program, calling it “exciting, innovative, and super cool,” emphasizing its significance in facilitating last-mile connections and bolstering economic vitality.
He inquired about lessons learned from other jurisdictions, with SDOT emphasizing the necessity for ample curb access and flexibility in vehicle design due to the evolving market dynamics.
The committee is scheduled to vote on the district project fund resolution and the e-cargo bike legislation at their next meeting.
image source from：westsideseattle
