Category Archive: News

Hear from Seattle City Council Candidates on Transportation, Housing, and Sustainability

A row of people on bicycles in a protected lane share the street with a King County Metrobus.There are currently 58 candidates for Seattle City Council.

Are you overwhelmed, and looking for a candidate in your district that aligns with your values? Look no further!


SNG, the MASS Coalition, and allies are hosting candidate forums in five of the seven Seattle City Council districts this month. We’ll hear from candidates as they answer questions about the biggest issues facing our city: transportation, housing, reducing carbon emissions, and equity. All forums are wheelchair-accessible and CART services will be provided:

  • District 6 Candidate Forum moderated by Heidi Groover
    Tuesday, May 21, 5:30-7:30pm
    Phinney Neighborhood Association, 6532 Phinney Ave N
    (District 6 includes Crown Hill, Greenwood, Ballard, Phinney Ridge, Greenlake, Tangletown, and parts of Fremont)
  • District 3 Candidate Forum moderated by Heidi Groover and Dr. Larry Hubbell
    Thursday, May 23, 6:00-7:30pm
    Washington State Labor Council, 321 16th Ave S
    (District 3 includes Capitol Hill, Central Area, First Hill, Little Saigon, and parts of South Lake Union, Mount Baker, Montlake and Yesler Terrace)
  • District 2 Candidate Forum moderated by Erica Barnett
    Tuesday, May 28, 7:00-8:30pm
    New Holly Gathering Hall, 7054 32nd Ave S
    (District 2 includes Chinatown/International District, Little Saigon, SoDo, Beacon Hill, Georgetown, Mount Baker, Columbia City, New Holly, Othello, Seward Park, and Rainier Beach)
  • District 7 Candidate Forum moderated by Erica Barnett
    Wednesday, May 29, 6:00-8:00pm
    SEIU 775 Auditorium, 215 Columbia St.
    (District 7 includes Pioneer Square, Downtown, Belltown, Denny Triangle, Uptown/Lower Queen Anne, Queen Anne, Interbay, Magnolia, and parts of First Hill and South Lake Union)
  • District 4 Candidate Forum moderated by Erica Barnett
    Thursday, May 30, 5:30-7:30pm
    Cascade Bicycle Club, 7787 62nd Ave NE
    (District 4 encompasses Eastlake, University District, Wallingford, Ravenna Bryant, Roosevelt, and parts of Fremont, Maple Leaf, and Wedgwood)

If you miss the forum or if you live in District 1 (West Seattle and South Park) or District 5 (North Seattle), keep a lookout for candidate questionnaires! You’ll be able to read what candidates in your district have to say about these important issues.

SNG’s Electric Scooter Share Policy Statement

Electric Scooter Share Policy Statement
March 2019


Seattle Neighborhood Greenways supports options for people to get around our community safely, comfortably, conveniently and sustainably. To meet this need, foot-scooters are one tool that the City of Seattle should pilot.

Scooters can help provide first/last mile connection to transit and a pollution-free short distance transportation option.

We have heard valid concerns that this new technology could make our sidewalks less safe to navigate, especially for people with disabilities. The city and the private companies must, therefore, address these concerns for any pilot to be successful. SNG supports a temporary pilot, derived from Portland’s regulations, to test how scooters could work in the Seattle context. We recommend the following elements be included in a Seattle pilot:

  • Safe Sidewalks: In order to reduce conflicts with people walking, the pilot should legalize and recommend scooters be operated in separated bike lanes, trails, and the roadway of neighborhood greenways. When operated on the sidewalks, scooter users should be subject to the same regulations as people biking, and be required to yield to pedestrians.
  • Orderly Parking: Keeping sidewalks accessible is critical, and strategies to reduce parked scooter conflicts such as installing additional bike/scooter corrals in the street (especially near corners where car parking is already restricted to help “daylight” sightlines) should be implemented.
  • Safe Scooting: Users must pass an educational course (such as an in-app training) that helps people understand how to be safe while scooting and how to keep others safe.
  • Data Collection and Reporting: Most media reports about the safety or danger of this new technology to date have been anecdotal. The pilot should require SDOT work with public health officials to collect, analyze and report on the public health impacts (positive or negative) of scooter share.

Sam Zimbabwe: The SNG Interview

SamZimbabwePortraitSam Zimbabwe, Seattle’s new Director of Transportation, appointed by Mayor Jenny Durkan in February of this year, is a familiar figure in local news by now. In early Seattle coverage, he was praised by former Washington, DC colleagues as a consensus-builder, and as someone who knows what it takes to make ambitious change. In the short months since his arrival, he’s been faced with the first waves of the multi-year Seattle Squeeze and the death-by-driver of a bicyclist on Rainier Ave. He announced the City’s cancellation of a 35th Ave N bike lane, and he oversaw the release of a disappointing Bicycle Implementation Plan.

Just weeks after his arrival, on March 12, David Goldberg, board president of Seattle Neighborhood Greenways, sat down with Sam for an interview to help our community learn more about the new SDOT director, his safe streets philosophy, and where he wants to take Seattle’s streets and transportation. The transcript of that interview has been edited for length and clarity (with occasional bold text for emphasis, by the editors).

Sam comes to Seattle from Washington, D.C., where he most recently served as the transportation department’s Chief Project Delivery Officer, working to streamline planning and construction of capital projects. During his seven years at DDOT, Sam oversaw the implementation of app-based bike and scooter rentals as well as implementation of Vision Zero and efforts to speed transit and add bike capacity. Before that, he directed the Center for Transit-Oriented Development, a national nonprofit partnership to promote the equitable development of neighborhoods around transit.


What drew you to make this move to Seattle?

First, I have long looked to SDOT and Seattle as a place to find a lot of innovative things around transportation. At DDOT we would communicate with SDOT as a similar-sized city with similar issues. We were both working on free-floating car-share programs around the same time, for example. Seattle has made more progress on transit investment than we were able to in DC. The idea of being in a place that was in the forefront of that was exciting to me.


At one point, this region had the highest per-capita car ownership in the country, and a level of opposition to transit investment. The change has been dramatic in a generation’s time, and it came about because of advocacy.


What are your big three aspirations for your time here?

1. SDOT has done a lot of hard work over the last year to identify where there are organizational challenges, particularly in how we deliver on commitments. So much of our work has a strong accountability focus because it is funded through taxpayer-passed measures. In DC., there were very few special purpose funds that only went to transportation. The Levy to Move Seattle was a huge jump in how we fund projects on our streets. The Transit Benefit District [to expand bus service in Seattle] was a huge jump in how we deliver transit. So, my first goal is to deliver on those commitments.

2. Vision Zero is a real imperative. Making sure we are doing the full circle of things we can do to improve safety – engineering, education, and enforcement. Seattle has made a lot of strides there, but the last margin is really, really difficult.

3. This region is catching up really quickly in terms of transit investment. You see that in the 25 percent drive-alone modal share to downtown. It will be interesting to see how we can fill the gaps in the transit system and how we continue building on that success. There is a need for SDOT and regional transit providers to be in lock step to make those things happen together.

Those are three big ones, all in the context of having potholes to fill and lines to stripe and all the things SDOT does on a day-to-day basis. And snow to clear, sometimes.

Are there projects or initiatives that you are excited about right off the bat?

There are big multimodal corridor investments that are exciting but will be a real challenge to get done.
AT DDOT, we had modal plans that didn’t really overlay with each other. When I got there, there was a bike plan, there was a pedestrian plan, a sort of unwritten plan for cars in terms of the functional classification system.

Seattle is much clearer about where the investments will go, but our communication about how the plans will be implemented is not very good. So, when we get into the project-level stuff we often run into stakeholder – and agency – confusion, and we don’t have a great way to resolve differences in a way that makes people feel like we are accomplishing the goals of all the plans.

Do you have a philosophy or guiding principles as to how the public right of way should be allocated, and for prioritizing modes?

The goal of the transportation network overall is to provide reliable, safe connections by multiple options. To do that you need to have connected networks. I don’t think that means that every street has to do everything for everybody. I don’t think that’s feasible. Building a connected network is important. Then figuring out how investment in individual streets should flow from that.

SamZimbabweCathyTuttleMarkOstroVolunteerPartyAt some point in every trip, just about everybody is a pedestrian. So, a lot of building a citywide livable transportation system is figuring out the network for how people walk and how that is connected and safe.

Making reliable options for all people is hard because people make decisions about what works best for them in very different ways. Really achieving an all-ages-and-abilities network for all modes, whether transit, walking, biking, driving, is a challenge, and even more so to make it feel inclusive. For example, with biking, research has been replicated in many places about who will bike regardless, who will never bike regardless, and the large segment of those in between that are willing or would like to bike if conditions feel safe.


We have big, overriding imperatives like climate change, like safety, that require big shifts over time but we can’t do it if we don’t address the factors that make people resistant.


You can do the same sort of thing for who rides transit – how far they walk, the time they are commuting, how frequent the bus is, the whole series of factors that people weigh in deciding how to get around. A lot of things in transportation are very perception-based. It’s hard to change habits, or to make people feel that they can change how they get around. … Like, “I don’t feel safe walking home from the bus stop when I get home at 10 at night.” To say everybody should ride the bus [doesn’t work] if we can’t address those personal feelings. It’s hard to make overall system change, without people feeling like something is being done to them. It’s hard to have a system-level discussion when you’ve got to figure out how to reallocate space or not in this particular place, right now. We have big, overriding imperatives like climate change, like safety, that require big shifts over time but we can’t do it if we don’t address the factors that make people resistant.

What about that climate imperative? What does that say about how we shape our transportation system?

We can’t keep driving at the level we are. Transportation in Seattle is the major contributor of greenhouse gas emissions. Climate change drives us, literally, to reduce the carbon footprint of transportation, and I don’t think electrifying the vehicle fleet will get us there. So, I think we have to figure out how to move more people more efficiently. Electric cars are an aspect, perhaps, but we don’t have the time to change out the fleet, for one thing. Our family car is a 2007 Ford Focus, it’s at 70,000 miles and going fine, there’s no reason to replace it so why would we? Waiting out the vehicle lifecycle for the entire vehicle fleet is not a luxury we have when addressing climate change.


I don’t think electrifying the vehicle fleet will get us there.


But apart from climate, there are many reasons for change. Driving has a land-use impact, there is a safety impact, the exposure that increases the likelihood there will be crashes. The time we spend driving as traffic grows when we could be doing something else. All sorts of things.

Could people hear that and accuse you of being anti-car?

Today 25% of commuters are driving to the central city to access 250,000 jobs. If you ask them why, many have pretty strong reasons why they drive alone – they live far away, they have family members to pick up or take care of, any number of reasons. The number that say, “I want to drive to the central city because it’s a great experience,” is pretty small at this point. So how we think about what’s impeding people from using other ways to get around is a real issue.

Should we just get over the notion that on-street parking is the highest and best use of limited right of way in busy corridors?

That’s hard to answer in the abstract. There’s a role for parking. It’s not higher and better than every other use, but sometimes, for example, it’s important as a buffer between pedestrian space and moving traffic. A sub-par pedestrian realm next to moving traffic is not a comfortable place to walk.

What is your approach to gaining buy-in for projects and programs? How do you handle opposition to planned projects?

One of the things that I found in my time in D.C. is almost every transportation investment has some level of [negative] impact to somebody. Discussing and disclosing those impacts in a public way of like, “Here’s the challenge we’re trying to address,” builds more trust in what we’re doing and how. I won’t profess to have solved the problem, but we do build credibility when we come out and say, “Hey, we’re not promising it will all be perfect — there are some real impacts and trade-offs here and we need to work through these.” We will mitigate them as best we can, but there might be times in evaluating those trade-offs that we have to make some hard choices, and do it more slowly than some would like it to be.

Most opposition to transportation projects comes from some form of legitimacy; I don’t think that people spend time and energy opposing things just because they want to. It’s a personal, visceral thing that people have very ingrained ways of doing and thinking about things and they come from legitimate places. So, opposition to changes to individual streets need to be listened to and understood to then be responded to. I do think that engagement can lead to better outcomes.

How do we make Seattle neighborhoods more walkable? To make streets feel safer and more comfortable, with construction happening all over, “beg buttons” popping up, obstructions for people with disabilities, speed continuing to be a major issue?

On one level, I think, Seattle has made some really good progress on what causes crashes, where they are, and what counter-measures we can take. We know the conditions that tend to lead to crashes with pedestrians. There are places where we think we have done all the right things professionally, but we still get crashes because of other factors that are hard to figure out. Figuring out what is making people feel unsafe, and knowing what we can do from a design perspective, have to get married up.

How we operate from a signals perspective is an open conversation within SDOT and we’re having that discussion. I don’t know if I’ve had enough time to hear from people, but again the age of the system is one thing that is limiting our ability to make some of the changes that we’ve heard people ask for. An interesting aspect of “beg buttons”, in some places we are putting in signals that are not actuated for some or all of the day, but ADA requirements tell us to put in audible pedestrian signals which require a push-button. Sometimes the perception is that it’s pedestrian actuation. There are certainly places where we have pedestrian actuation where I understand people’s frustration. And certain types of signals that are pedestrian-focused [such as half signals which are only for pedestrian use] will only be actuated by pedestrians.

We seem to have plateaued on our goal for zero fatalities and serious injuries by 2030. Why do you think that is? 71% of pedestrian collisions in 2017 occurred in a crosswalk, six in ten marked. What gives?

We have an issue – not just in Seattle – that drivers do not understand crosswalks, and what they mean. The threat to pedestrians crossing at uncontrolled intersections on multi-lane streets is probably the biggest threat out there. Having more ped crossing points that are controlled, that are convenient, that work in an overall system is a real challenge. It’s easier downtown when blocks are shorter, crossings are frequent. How that works outside of downtown is much more challenging to figure out. SDOT has been systematically addressing those locations that are challenging.

What should SDOT do – and how long should it take – to address roads like Rainier Ave and Lake City Way, where low-income people and people of color are disproportionately hurt and killed?

I’m new here, so I hope I get a small grace period. The recent bicycle fatality on Rainier – SDOT had made crossing improvements at one intersection upstream and one downstream of that crash. That crossing we had not made improvements at. That was a hit-and-run, multiple-threat crash – I don’t know the conditions. But Vision Zero compels us to act methodically to address these corridors and investigate what can be done about each crash.


Advocacy helps hold those needs up so they can be addressed.


How else can advocates help you make Seattle a beacon of hope for people-centered and climate-friendly streets?

Part of what drew me here is the progress that the city has been able to make. At one point, this region had the highest per-capita car ownership in the country, and a level of opposition to transit investment. The change has been dramatic in a generation’s time, and it came about because of advocacy. It’s critically important.


Advocates also help with a certain amount of storytelling: It’s very hard in transportation to have the voices spoken for who are not yet doing X or Y – bicycling, taking transit for example. Advocacy helps hold those needs up so they can be addressed. The grassroots voice is a good way for a public agency to engage in a place. If it’s all data- and numbers-based, it doesn’t resonate with people who could be impacted and you might miss how people feel about things.

How aggressively should we act to give buses a time advantage, and what should we do?

It is very important. This region has been a leader in the country in expanding transit and expanding space for transit. SDOT just installed bus lanes on 5th and 6th Avenues in preparation for the tunnel change, and yes, there was a lot of groundwork that was done, but we just reallocated a lot of space for transit – and people are generally supportive. 3rd Ave went to all-day transit, with very little disruption, if any.

We will keep going. We have the seven Transit+ Multimodal [ed: previously RapidRide] corridors and we will work on implementing them. In four years, we’ll have light rail to the east side, and up north. There will be massive shifts in how people get around this region.

What are your thoughts about congestion pricing?

There are a lot of ways to think about what it actually means and how it addresses underlying issues we want to address. It’s hard to say you have to pay for access to drive downtown before we make it easier to get there. We have to think about values and what role pricing plays in upholding those values. In Seattle we have done pricing of curbside uses. We have a tax on transactional parking that is going up to help fund the waterfront. I don’t know that we need to figure out a cordon charge to figure out how to address the impact of congestion downtown. And we have to figure what we mean by addressing congestion – bus speed and reliability, car speed, re-allocating space. Congestion might not be the best metric if we want to reallocate space for public use, because if we promise a time-savings for drivers we might not be able to take the space. We need a very frank and open discussion about what we want out of pricing, if we do it.

I wanted to get your quick take on a few other issues:

Bike share, e-scooters and other “micro-mobility” options?
It was not even two years ago that dockless bike share became a thing and in that time the landscape of who is in, what it is, and how they are managed, has changed quite a bit. Bike share is important for expanding who bikes and how. I don’t think we’ve perfected the system.

It will be interesting to see what scooters mean in the long term. I’ve seen evidence that people use scooters who would never bike, but there are challenges that other cities are seeing in how they can be accommodated in the pedestrian sphere.

Nationally, I don’t think we know yet how to manage private companies operating in public space to provide mobility, and the responsibility of the users isn’t always clear or enforceable.

Ride-hailing companies: If they don’t make money, will they continue to exist?
My guess is they will continue to exist, despite the failure to make money to this point, because it is an upgrade to the mobility people had before. Will they be the same companies? I’m not smart enough to know.

We don’t know what it means for transit. Seattle is one of the only regions that has sustained transit growth; some of that is geographical and land use, in addition to transit investment. Research shows pretty consistently that [ride-hailing companies] contribute to congestion. How do you weigh the congestion impacts with the real mobility benefits? If we can have people leave their houses without driving and using their own car throughout the day, that’s a benefit. This is still pretty new stuff and we have to work on balancing the benefits and impacts.

Driverless vehicles?
We are farther away from fully autonomous vehicles than futurists would have us believe. As a city we need to decide what transportation system we want rather than say we have to build a system for autonomous vehicles.

We are building a LOT of transit around the city with rail and new Rapid Ride lines. And we can’t stop there, we have to think about subsequent rounds of investment.


You used to work on promoting transit-oriented development. How is Seattle doing, and what are your thoughts around planning for northside Link and future West Seattle-Ballard light rail?

We are building a LOT of transit around the city with rail and new Rapid Ride lines. And we can’t stop there, we have to think about subsequent rounds of investment. It’s not SDOT’s job to do land use planning, but there is an important role for SDOT in planning for development and transportation investments to support plans for future land use.

Is there a book about cities or streets you would recommend everyone on your staff read?
This isn’t necessarily the book for Seattle, but one that changed my thinking quite a bit in DC was Dream City by Tom Sherwood and HarryJaffe. There are lots of good technical books about street design. But to understand how that interacts with the history of a city, the history of under-investment, of disinvestment — those things are as important, or more important, to understand. I haven’t yet found that one for Seattle, but if you have it let me know. So far I have been reading Skid Road: An Informal Portrait of Seattle by Murray Morgan. It’s very engaging about the early history of the city, but only goes up through 1960 or so, and so much has changed in this city in the last 60 years.

We’re growing: Welcome, KL Shannon!

Greenways community,

We are excited to introduce you to our new community organizer, KL Shannon. 


Community Organizer KL Shannon with her nephew.

We had a very competitive field of candidates for this second community organizer role, and KL shone through with her love of community, her tremendous background in local social justice work and community organizing, and her passion for getting more people of color at the tables where transportation decisions are made. KL was mentored in Seattle activism at a very young age, and now, as an organizing veteran, she’s deeply committed to developing the next generation of leaders — as are we!

Here’s a bit more of KL’s impressive background, in her own words:

I’m a longtime community organizer who grew up in Seattle’s Central District and started my organizing career with Jobs with Justice and Mothers for Police Accountability. My body of organizing work includes issues that impact communities of color: Economic Justice, Housing, Immigration, Police Accountability, and Transportation.

I’m helping to raise my fourteen-year-old nephew and actively support him by disrupting the school yard-to-prison pipeline that snags our black and brown boys.

I’m thrilled to join Seattle Neighborhood Greenways, as a new community organizer. Economic Justice, Housing, Immigration, Police Accountability — and Transportation — are connected and each of these issues impacts communities of color daily.

I’m especially looking forward to collaborating, engaging, and learning from the folks that are holding it down in The Central Area to Rainier Beach areas!

We know you all will give KL a warm welcome and help her understand what is happening in your neighborhood!

Connect with our 2019 Campaigns!

Seattle Neighborhood Greenways wants every neighborhood to be a great place to walk, bike, and live. To get there, we are tackling thorny problems and exciting opportunities all over the city! We truly are a people-powered movement, and simply couldn’t get it done without people like you. Thank you for donating and volunteering — you make all this change possible.

Draft Map of 2019 local priorities v2



Accessible Mt. Baker

The Mt Baker light rail station is currently divided from the bus station and Franklin High School by one of the most intimidating intersections in the city. The Accessible Mt. Baker plan envisions the intersection of Rainier Ave and MLK transformed to create a sustainable, affordable, and accessible neighborhood for all.

Sign up to learn more about the campaign, or learn about Mt. Baker Hub Alliance, our neighborhood partners.

How to get involved: Sign up or show up to a Rainier Valley Greenways meeting, which happen on the 3rd Tuesday of every month at 6 PM at BikeWorks’ office (3715 S Hudson St).

Fix Rainier Ave

Rainier and Henderson tweet

Rainier Ave is Seattle’s most dangerous street, with a crash every day. After 4 years of tireless organizing, SDOT has plans to begin improvements this summer, with a full re-channelization completed next year. Neighbors up and down the corridor are making sure the City keeps its promises and implements improvements to make it safer for everyone to live, work, and get where they need to go in the Rainier Valley.

How to get involved: Sign up or show up to a Rainier Valley Greenways meeting, which happen on the 3rd Tuesday of every month at 6 PM at BikeWorks’ office (3715 S Hudson St).

Beacon Ave Trail

Beacon Ave trail

The Beacon Ave Trail runs down the middle of the boulevard and is well-loved by neighbors. However, it is currently chopped up by difficult crossings and is not fully accessible. Minor improvements could make a big difference in the usability and ease of access to this trail. Beacon Hill Safe Streets is currently supporting a Neighborhood Street Fund application to improve the trail.

How to get involvedSign up or show up to Beacon Hill Safe Streets meeting on the 4th Thursday of the month at the Beacon Hill Library meeting room.

Community walk to explore trail options

Community walk to explore trail options

Georgetown to South Park Trail

Georgetown and South Park are two neighborhoods that each have daily necessities that the other lacks, but remain divided by a dangerous road. We’ll work with local organizers to advocate for the creation of a trail that connects people in these communities to where they need to go.

How to get involvedSign up or show up to Duwamish Valley Safe Street’s meetings on the 3rd Tuesday of every month (see our calendar for details).

Duwamish Longhouse Trail Connection

Getting to the Duwamish Longhouse today is currently very dangerous

Getting to the Duwamish Longhouse today is currently very dangerous

The Duwamish Tribe’s Longhouse is currently divided from Herring’s House Park, which they use for cultural events, by a fast moving four lane road and train track. In 2019 we will support their Neighborhood Street Fund application to fund a better crossing here and eventually a seamless connection to the Duwamish Trail.

How to get involvedSign up or connected with West Seattle Bike Connections. Learn about the Duwamish Longhouse.

Build the Basic Bike Network


The heart of our city should have a safe and convenient bike network. In 2019 we’ll make sure the city follows through on its promises to connect the downtown bike network to the Westlake trail, Broadway protected bike lane, and the Delridge protected bike lane. Learn more about the Basic Bike Network.

How to get involvedSign up or show up to Central Seattle Greenway’s meetings on the 2nd Monday of the month at Central Cinema at 6 PM.


Thomas St watercolor

Lake2Bay & Thomas St

Thomas St in South Lake Union will soon be re-knitted over highway 99, providing an opportunity to create a green, peaceful refuge amongst the hustle and bustle of downtown that connects people walking and biking from the Cascade P-Patch to the Seattle Center and the Waterfront. In 2019, we’ll rekindle the effort to realize the potential of Thomas St.

How to get involvedSign up. Do you have connections to employers or property owners along Thomas St? Let’s chat!

Eastlake Ave Multimodal Corridor

In 2019 we’ll support neighborhood advocates who want to make Eastlake Ave a safer and more comfortable place to walk and bike.

How to get involvedSign up.

Pedestrianize the Ave

Imagine a pedestrianized Ave

In 2019 we’ll work to reinvision The Ave and NE 43rd St as a space that prioritizes people and small businesses, not just a passthrough.

How to get involvedSign up.

Green Lake Cross sectionGet Around Green Lake

Get Around Green Lake will connect the people to where they want to go by advocating for better bike lanes and crosswalks to make it easier to walk and bike around Green Lake.

How to get involvedSign up or show up to a Green Lake Wallingford Safe Streets meeting on the 2nd Wednesday of each month (see our calendar for details).


home zoneHome Zones

Every neighborhood should be safe to walk in. In 2019 we’ll help the city pilot two Home Zones that will make entire neighborhoods safer and more comfortable to walk in. Learn more about Home Zones.

How to get involvedSign up or show up to Greenwood-Phinney Greenways meeting on the 2nd Tuesday at 7:30 at Couth Buzzard Books (see our calendar for details).




Citywide Campaigns:

AdjaAndDaughtersSafe Routes to School

Every child deserves to be able to walk and bike to school safely and comfortably. In 2019 we’ll be working with ten school communities to advocate for more safe routes to school funding, policies that prioritize walking and biking, and more crossing guards.

How to get involvedSign up. Do you have connections to your local Seattle Public School? Let’s chat!

Sane Signals


People walking should be prioritized, not penalized, when crossing the street. In 2019, we’ll advocate for a comprehensive signals policy that reflects our city’s values and priorities. Read more about our push last year to halt the spread of signals that only prioritize cars at the expense of people walking.

How to get involvedSign up.

Sidewalk Funding

Red areas are missing sidewalks

Red areas are missing sidewalks

At our current rate of funding, it will take us well over 300 years to build sidewalks on the 26% of Seattle streets where they are missing. In 2019 we’ll work to support new sources of revenue to build sidewalks where they are most needed.

How to get involvedSign up.

Equitable City Engagement

In 2019 we’ll continue to advocate for equitable City of Seattle engagement policies and practices.

How to get involvedSign up.

SNG pushes for Racial Equity within our organization, our movement, and our City

In so many aspects of an individual’s daily life — where they can afford to live, their ability to own a private vehicle, how far they need to go to get to work or even the nearest grocery store, what kind of access they have to the public transit systems, how safe they are when crossing the street, and how they are viewed by law enforcement on our streets — race and racism play a huge role in determining a person’s ability to get where they need to go in Seattle.

A graph showing percentage of pedestrian fatalities relative to population. The graph shows that share of pedestrian fatalities is higher than the relative percentage of population for people who are Native, Hispanic, Black/African American, and 65 and older.

National statistics from Dangerous By Design, 2014 – Smart Growth America.

Only by changing the underlying systems that create race-based disparities in our community can we achieve racial equity.

Seattle Neighborhood Greenways works to make every neighborhood a great place to walk, bike, and live — for all people. Achieving this vision requires addressing racial disparities in our transportation systems and accurately advocating for the needs of all communities. As a historically white-led organization working in transportation and environmental movements that are predominantly white, we have both a responsibility to address how systemic racism influences our movements and also the privilege that will help us to make a difference in changing it.

That’s why, at the beginning of 2019, Seattle Neighborhood Greenways ratified a Racial Equity Action Plan. In it, we make two pledges:

  • Internally, SNG commits to becoming a racially, culturally, and socially diverse organization that treats all people with respect and dignity and recognizes the interconnected nature of overlapping systems of oppression and discrimination.
  • Externally, SNG strives to redress the historical and systemically-rooted inequities in transportation and city investments. We endeavor to do this work in solidarity with communities of color as a trustworthy and respectful partner.

Ziyi Liu presents research on feelings towards bike routes in the International District.

We also outline a plan of action over the next three years. This includes individual racial equity plans for our neighborhood groups, many of whom have already begun this important work, as well as continued education, outreach, and relationship-building.

Seattle Neighborhood Greenways is dedicated to a vision in which every neighborhood in Seattle is a great place to walk, bike, and live. Great places reflect the needs of all people, and lift up their values and culture, because they are co-created by people of every race, age, language, ethnicity, gender, ability, level of wealth, and immigration status. While SNG recognizes that an individual’s intersectional identity impacts their ability to feel safe on the street and in public spaces, this Action Plan focuses intentionally on racial equity — we believe this targeted, race-first approach will ensure that racial equity goals are not diluted, and will provide a foundation for understanding and addressing intersectional challenges related to other forms of oppression.

Three people smile in front of a festively decorated DVSS booth at a summer festival.

We seek participation of people of color as group members, leaders, staff, and partners. We welcome and embrace the diversity of experiences and knowledge of everyone in our city, particularly with regard to race, age, language, ethnicity, gender, ability, level of wealth, and immigration status.

Find out more about our Racial Equity Action Plan here, or get involved in your local Greenways chapter today! 

Mayor’s 5-year Bike Plan Slashes Promises — Act Now

Have you seen the draft 2019-2024 Bicycle Implementation Plan? The document proposed by Mayor Durkan lays out which projects will be built through the end of the Move Seattle Levy. While the plan includes some important projects, it drastically slashes the connected network that was promised to voters. In short, the next five years will not bring us considerably closer to connecting every neighborhood to each other with comfortable and convenient bike routes.

We need your help to tell SDOT and Seattle city leadership that this plan isn’t good enough. Send a comment to SDOT and Seattle city leadership here.

Act Now! button

How we got here

First, it is important to place this implementation plan in a wider context. It comes on the heels of the “Move Seattle Reset” — a hard look at the Seattle Department of Transportation (SDOT)’s ability to deliver projects given current funding levels. This reset pares down expectations from what was promised to voters to what can actually be delivered given current funding levels. But the implementation plan takes this trajectory too far and is downright pessimistic about funding assumptions.

For example, it predicts that after 2021 our city will never win another grant to complete what we promised voters. It’s also important to put this in the wider context: our society has plenty of existing funding to build out a safe bike network that connects every neighborhood, but politicians decide to spend it on projects like the $3,374,000,000 Highway-99 tunnel.

We could also stop the bad habit of making the bike budget pick up the tab for completely rebuilding streets and stretch our Bike Master Plan dollars further. Or we could aggressively pursue progressive funding options locally, regionally, and at the state level. Or some combination of all these strategies. Instead, what we are getting is extreme fiscal austerity at the expense of our city’s vision for a healthy, safe, affordable, equitable, and sustainable future. We can and must demand better from our leaders.

A joyful crowd of people in rain ponchos ride on a protected bike lane.

Important Inclusions

Zooming in on the specific projects listed in this Bicycle Implementation Plan, there are laudable inclusions and glaring omissions.

The plan includes much-needed safe places to bike on Eastlake Ave E, Green Lake Way, Delridge Way SW, E Marginal Way, the Georgetown to South Park Trail, Pike/Pine (and other parts of the Basic Bike Network), SW Avalon Way, and the Burke Gilman Trail Missing Link. The mayor deserves credit for including these critical projects in her plan and we hope she will work to swiftly build them before the end of her term.

Official sign reading "Bike Lane Ends". Someone has added googly eyes and a frowning face.

Three Glaring Omissions

1) A convenient, safe connection for SE Seattle. The most glaring omission is the lack of a single comfortable and convenient north-south route for Southeast Seattle. The viable options are, in order of preference, Rainier Ave S, Martin Luther King Jr Way S, and/or Beacon Ave S. A route down the spine of Beacon Hill may be the easiest option to implement. Building a continuous route from Yesler Terrace to South Beacon Hill on 12th, 15th, and Beacon Ave would connect SE Seattle communities to each other and economic opportunities like never before.


2) Safe Routes to SODO Jobs. The second biggest missing piece is a route that serves the thousands of blue collar jobs in SODO. The SODO Trail should be extended all the way to Georgetown or a viable alternative should be found that provides a connection to all the jobs along the way to protect the workers like Celso Diaz, who was struck and killed by a hit-and-run driver  in 2017 while he was cycling home from work. On the other side of the Duwamish River, closing the Duwamish Trail gap would connect workers to jobs and fulfill a desire of the Duwamish Tribe to better connect their longhouse to the rest of Seattle.


3) Safe Routes to Transit. The third area that needs improvement is access to high capacity transit. Biking can be a great way to get around for many of our daily necessities since 51% of our trips are to destinations less than five miles away. For the other 49% of our daily needs, transit is a great option — if people can get to it. We need to build projects that will help people access transit hubs:

  • A protected bike lane from Mt Baker to the I-90 Trail on MLK, connecting people in the Rainier Valley directly to the East Link Light Rail station at Judkins Park, and people in the Central District to the Mount Baker Station.
  • A route paralleling California Ave SW, connecting people in the Admiral neighborhood of West Seattle to the C Line stations in the Alaska Junction neighborhood and to the Fauntleroy Boulevard Project (a project which is well overdue).
  • Improved bike routes to Northgate light rail station (opening 2021) and the N 130th Station (potentially opening 2024) to provide better access, especially for north Bitter Lake and Little Brook — the two most racially diverse neighborhoods in North Seattle.  

Seattle Neighborhood Greenways staff bike on a Pike St protected bike lane.

What You Can Do

These routes are a start to building a bike network that connects every neighborhood. We encourage everyone to continue pushing our elected leaders until every Seattleite has the opportunity to bike for their daily needs. And we invite you to join us in speaking up for the additional projects above at one of the upcoming public engagement meetings:


SHOW UP IN PERSON: SDOT Café-style Conversations

6:00 pm Doors open / 6:15 pm Short presentation / 6:30 pm Conversations


COMMENT ONLINE: Can’t make it in person? Send a comment to SDOT and Seattle City leadership using this form.


Here’s a cheat sheet for in-person and online comments:

  • A convenient, safe connection for SE Seattle. The viable options are, in order of preference, Rainier Ave S, Martin Luther King Jr Way S, and/or Beacon Ave S. A spine along Beacon Hill connecting from Yesler to Way to Kenyon St on 12th Ave S, 15th Ave S, and Beacon Ave S may be the most viable option.
  • Safe Routes to SODO Jobs. Connect the SODO Trail to Georgetown and jobs along the way, and close the Duwamish Trail gap to connect to the Duwamish Longhouse.
  • Safe Routes to Transit. For Sound Transit stations opening in 2021 and 2024, this plan will make or break their accessibility and usability. Connect the Little Brook and north Bitter Lake neighborhoods to the new light rail stations, Admiral to the C-Line via 42nd Ave SW & Fauntleroy, and the Central District to the Mount Baker station via MLK.


Thank you for all that you do!

Be well,



claraClara Cantor

(206) 681-5526
Community Organizer
Seattle Neighborhood Greenways

The Mayor’s 35th Ave NE decision is a dangerous precedent. . . Take Action.

You may have heard this week that the Mayor reversed plans for a bike lane on 35th Ave NE. As neighborhood advocates stated, this upset “undermines the previous decisions of SDOT, city policy and the will of the community – by bending to a vocal minority who used tactics of fear and misinformation. It sets a dangerous precedent for safety projects across the city.” This isn’t an isolated incident, and it cannot become precedent.

Blue button that says

Join us Tuesday, April 2, from 2:00-2:30 pm, and tell the City Council to stand up for a safe, connected network of bike routes connecting every neighborhood in Seattle. Or send an email to your elected leaders now.

Apu testifying at City Council surrounded by people holding signs in support of the basic bike network.
1) Tell the City Council: Stand up for our shared values.
Tuesday, April 2, 2:00 – 2:30 pmSeattle City Hall, in the Council Chambers (2nd floor).
Stand with us and holding signs of support (we will have some available) during the public comment period of the meeting. If you’re interested in speaking, please contact Kids and families very welcome!
2) Tell the Move Seattle Levy Oversight Committee: Hold the Mayor accountable to the priorities Seattle voted for.
3) Send an email telling your personal story, and why safe, connected bike routes are important to you.


A headshot of Clara Cantor

Clara Cantor

Community Organizer
Seattle Neighborhood Greenways
Website – Twitter – Facebook

P.S. Thank you for your continued advocacy – you are making a difference!

SNG’s Annual Volunteer Appreciation Party!

Come Celebrate!
Seattle Neighborhood Greenways Annual Volunteer Appreciation Party

Friday, February 1, 2019, 5:30 – 8:00 pm
Impact Hub Seattle, 4th Floor Event Space (Pioneer Square)


Feeling the love? Send a Greenways Gram!

A peppy flyer with the volunteer party details (also included as text on this page).

Come hang out with people who care about making every neighborhood a great place to walk, bike, and live. This event is catered to anyone who volunteers their time and energy to Seattle Neighborhood Greenways, or would like to! New folks welcome.

We’ll have delicious Beecher’s Mac and Cheese, a keg from Lagunitas, and the return of the best tamales ever (!) along with other snacks, wine, and non-alcoholic bevvies. An art table for the kiddos, fun activities for all, and VIP guests Seattle City Councilmembers Lorena González and Teresa Mosqueda!

Friday, February 1, 2019, 5:30 – 8:00 pm
Impact Hub Seattle, 4th Floor Event Space (Pioneer Square)

Check out the Facebook Event Page to invite friends and share.

Have a few minutes to help us set up, run, or clean up the event? Email:

Impact Hub is located at the end of the 2nd Ave protected bike lanes and has ample bicycle parking in the basement. It is located within easy distance of downtown bus routes and the Pioneer Square Light Rail Station. The facility is wheelchair accessible, has all-gender bathrooms, and is kid and dog-friendly. All are welcome!


A green heart with the words

Send a Greenways Gram!

Write a note to someone in the Greenways family that you’ve been inspired by, learned from, or just want to appreciate this year. They’ll receive their Gram at the party!





The words

Be well,



Clara Cantor

(206) 681-5526
Community Organizer
Seattle Neighborhood Greenways

P.S. If you can’t make the Volunteer Appreciation Party but would like to stay in touch with our work, please sign up for our quarterly newsletter, follow us on Facebook or Twitter, or consider getting involved with one of our 20 volunteer groups across the city!

The Home Zone Solution: Making Streets Without Sidewalks More Walkable

A group of people talking around a table with a large map covered in post-it notes.In 2018, Seattle Neighborhood Greenways set out to pilot a quick and cheap way to make Seattle neighborhoods safer to walk, bike, and live in for people of all ages and abilities. Our solution? Neighborhood “home zones” — a low-cost model that’s been implemented with success in other countries.

home zone problemThe Problem

A number of Seattle neighborhoods lack sidewalks, including large areas of North Seattle, which has the highest concentration of older adults in the city. Combined with increasing cut-through traffic, the lack of safe places to walk makes many neighborhood streets dangerous and uncomfortable. Given the current rate of city funding for pedestrian infrastructure, it’s going to take Seattle 300 years (at a minimum) to make every neighborhood safe for walking. We think this timeline is unacceptable and we set about creating a Home Zone demonstration project to show the city that more immediate, low-cost solutions are possible.

home zone solutionThe Home Zone Solution

A Home Zone is an area that is protected from lots of fast-moving cut-through traffic so that streets are safe enough to walk on. Home Zones direct thru-traffic to arterial streets that surround a neighborhood, keeping local access for residents, emergency access. Home Zones can use a variety of design improvements such as diverters, speed humps, and other elements, but focus on improvements that have the best “bang for our buck”, recognizing that Seattle’s pedestrian budget is stretched very thin.

A Pilot Project

Licton Springs is one of a number of neighborhoods that were annexed by the City of Seattle years back without existing sidewalks. We worked with neighbors in the Licton Springs neighborhood to identify a multi-block area to establish the Home Zone demonstration project, and community leaders from within the neighborhood to help coordinate the project. Over the course of the year, volunteers with the “Meridian Project” gathered at community design meetings, did door-to-door outreach, and toured the neighborhood streets to take note of known street hazards as well as opportunities for future traffic-calming.

Results to Date

This project is still underway, but the results have already surpassed our expectations on two fronts—one being the level of enthusiasm and participation from a multi-generational base of neighborhood volunteers; but also, and most notably, the unexpectedly brisk buy-in from the City, whereby Seattle is ready to invest $350,000 in a pilot Home Zone project of its own, based on our persistent vision and promotion of this model.

A young child points to a map while speaking to an adult.The initial community design workshop was a vibrant affair, packed to capacity, with a high level of participation across the room. We had a robust turnout of 60 people, including kids, elders, homeowners, renters, business owners, and members of the local deaf community. Food was provided and short presentations were made, but the bulk of the 2-hour meetup involved maps, markers, and sticky notes—and community members deeply engaged with each other in identifying both the hazards of their local streets and possible solutions. The community identified traffic-calming, art, and wayfinding ideas to be explored further. Building off of this large meeting, we hosted two smaller strategy meetings and a community walking audit to formalize the initial input we gathered.

A home-made wayfinding sign with walking times and distances, decorated for Halloween.Local community volunteers created a delightful wayfinding sign, pointing to popular nearby parks, libraries, and shopping districts, within walking distances noted. Sites have been selected and designs drawn up for self-watering planter box chicanes, now only awaiting official permits before they can be put together and installed on the street through a community work party. A street mural is also in the works: We’ve selected potential locations and are talking with local artists about designs — installation is expected in June when the pavement will be dry and warm enough for the paint to adhere properly.

Going Forward: A Model to Replicate

One of our key goals going in was to inspire the city of Seattle to adopt the Home Zone model as a large-scale, systemic solution that’s affordable, and immediately within reach. In November 2019, Seattle City Council approved a budget of $350,000 for the city to create its own Home Zone pilot project, building on ideas we developed.


For more details about the Home Zone model, see our handy Home Zone FAQ.

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