Category: Development

Seattle’s Latest Industrial Plan Will Exclude Housing, Erect New Walls Around Industrial Districts

Evolution Block in Vancouver, B.C.—the kind of multistory industrial building that could come to Seattle under a new proposal for industrial areas. Photo via PC Urban.

by Erica C. Barnett

Walk through the stretch of Ballard that runs roughly from 14th to 8th Ave. NW between NW 53rd Street and Leary Way, and you’ll find no shortage of breweries and taprooms selling hoppy IPAs and farmhouse ales to take home or drink onsite, along with an eclectic assortment of food trucks offering everything from dim sum to burgers to Polish food. What you won’t see is housing: No apartments, condos, or artists’ lofts to break up the area’s single-story industrial monoculture.

The breweries have brought some street-level excitement to this part of Ballard, but the vitality is limited: You can drink beer and buy food from a truck here, but you can’t work in an office, browse in a retail store, or dine at a restaurant—and you certainly can’t live here. Tap rooms (and marijuana shops) represent the limit of what’s allowed in an industrial area like this one in Ballard, which will eventually be a short walk away from Sound Transit’s Ballard light-rail station.

The future of Seattle’s industrial land has been a subject of debate for decades, but the idea of integrating non-industrial uses into these areas, which make up about 12 percent of Seattle’s land, has accelerated in recent years as smaller, more human-scale industrial businesses have replaced smoke-belching traditional manufacturing enterprises in Seattle and across the country. Under a new strategy created at the behest of Mayor Jenny Durkan, however, innovation in these areas would be restricted to small edge zones on the outskirts of industrial districts—and housing would continue to be banned altogether.

In addition to those new restrictions, a proposed amendment to the city’s comprehensive plan (the document that governs land use and zoning in Seattle) would make it virtually impossible to take land out of industrial use for any reason—a zoning restriction on par with laws preserving Seattle’s exclusive single-family zones.

In effect, the amendment would bar anyone who owns industrial land from even asking permission to remove it from industrial use—say, to add housing in an area right next to a light rail station. Historically (including this year), individual land owners have asked permission to change their property from industrial to another use as part of the comprehensive plan amendment process, and historically, including this year, the city has rejected such requests.

On Monday, NAIOP Washington, a lobbying organization for commercial real estate developers, wrote a letter to the city’s Office of Planning and Community Development asking for more zoning flexibility within a quarter-mile of light rail stations and requesting a more flexible definition of “industrial” to allow a wider range of uses. And they asked the city to reject the proposed comprehensive plan amendment. “[W]e do not believe all 5,000 acres of our City’s industrial lands should be treated the same,” the letter, signed by NAIOP Washington director Peggi Lewis Fu, says.

“We believe in some areas, this work could go further… ensuring that this effort fully considers the billion-dollar taxpayer investment in current and future light-rail transit stations that fall within this study area,” the letter continues.

The new recommendations introduce the concept of “high-density employment” in industrial areas near transit stops—multistory industrial buildings that, in some cases, might include office space. In practice, this type of development would encourage a one-way in-migration to jobs and a one-way out-migration to homes, much as 20th-century transit and highway planning assumed people would commute to cities’ downtown cores from distant residential neighborhoods and suburbs.

Jessica Clawson, an attorney at the firm McCullough Hill Leary in Seattle, asked the city council’s land use committee last month to delay considering the comprehensive plan amendment until next year, when the city will have a better idea of where Sound Transit’s new stations in Interbay and Ballard will go.

“Why would the council docket and study a comp plan amendment now that would make it more difficult to consider these really important transportation decisions when making land use changes [in the future]?” she asked. Clawson’s firm is headed by longtime developer attorney (and political heavy hitter) Jack McCullough, who co-chaired the committee that produced the 2017 proposal.

The Industrial Innovation Network—a group of property owners who want to remove their land from industrial use, allowing them to develop it—has filed an appeal to the city’s determination of [environmental] nonsignificance for the amendment, arguing that the proposal would make it impossible for them to develop housing, including affordable housing, in historically industrial areas near light rail stations “In addition, the Proposal’s restriction of land to only industrial uses will cause some properties to remain vacant or underutilized, with buildings in a state of disrepair, resulting in blight,” the appeal, filed by McCullough Hill Leary, says. 

In a letter to OPCD a week before the IIN filed its appeal, Clawson argued that would take away property owners’ rights to “petition their government” for a land-use change, reduce the usefulness of light rail, and contribute to the housing shortage by taking land out of residential use, potentially “in perpetuity.” 

“Locking industrial lands into non-housing use (required by the MIC) will result in significant land use and transportation impacts,” the letter, signed by Clawson, says. In addition to the future light rail station next to Ballard’s brewery district, the SODO Manufacturing and Industrial Area includes a light-rail station that will eventually serve as a bustling transfer point for riders coming to and from West Seattle.

“Locking industrial lands into non-housing use (required by the MIC) will result in significant land use and transportation impacts,” the letter says. In addition to the future light rail station next to Ballard’s brewery district, the SODO Manufacturing and Industrial Area includes a light-rail station that will eventually serve as a bustling transfer point for riders coming to and from West Seattle.

The council voted to move the amendment forward; they haven’t acted on the industrial advisory group’s recommendations, which will face environmental review. The city hearing examiner’s office has the property owners’ appeal on its docket.

Although industrial areas enjoy an enviably low vacancy rate (about 5 percent, compared to an office vacancy rate of 15 percent), the definition of “industrial” continues to shift in ways that have led other cities (notably Portland) to allow some mingling of homes, shops, and restaurants in once walled-off industrial areas. The idea of allowing housing in industrial areas has long been off-limits in Seattle, but the city’s growth—even at the height of COVID, the city grew by 8,400 people, cementing our status as one of the fastest-growing US cities—may force the issue, especially in a city that restricts new apartments to a tiny sliver of its buildable land.

In Seattle, conversations about the future of industrial land have been slow and fitful. In 2016, then-mayor Ed Murray assembled a group of stakeholders—including industrial land owners, planners, developers, and maritime advocacy groups—to come up with a new framework for developing industrial areas in the future. The update was long overdue: Since 2007, when the city dramatically downzoned industrial land by placing strict size limits on office and retail uses, Seattle’s industrial areas have been effectively closed to non-industrial development—a status that keeps land costs lower (no competition with residential and office developers), but can produce dull streetscapes prone to potholes and blight.

“That first [set of meetings] started so contentiously that they couldn’t even have the two sides of the table in the same room for the first three meetings,” SODO Business Improvement Area director Erin Goodman recalled. The argument boiled down to “development version preservation of industrial land—this is a hot button issue down here.” Continue reading “Seattle’s Latest Industrial Plan Will Exclude Housing, Erect New Walls Around Industrial Districts”

What’s a YIMBY To Do? Part 2

Mayoral Candidate Lorena González Photo credit: Steve Dipaola

by Josh Feit

Historically, Seattle mayoral campaigns have been frustrating for voters like me. Pro-city YIMBYs are usually stuck picking between two disappointing choices. There’s the establishment candidate who stands by Seattle’s formula of sequestering development downtown and into select hubs, while obediently keeping density out of exclusionary single-family neighborhoods. Or there’s the populist candidate for whom development is a dirty word that only means one thing—gentrification.

Fortunately, with a wide-open field this year, there’s room for an urbanist to defy Seattle’s traditional, binary script and step in with a progressive third way that calls for transit-oriented neighborhoods, where density and mixed-use zoning can remake our city for equity. (The pandemic has certainly provided breathing room to this new vision by letting voters actually experience their neighborhoods as more than just bedroom communities for downtown.)

In March, when the race first got underway, I flagged two potentially promising candidates, Jessyn Farrell and Andrew Grant Houston, who could step in and rally the long-overlooked pro-city constituency—Farrell due to her record of transit advocacy or Houston with his exciting to-do list.

Last week, however, at a mayoral candidate forum co-sponsored by the MASS Coalition and other key urbanist groups (moderated by PubliCola’s own Erica C. Barnett), a different candidate emerged as the unflinching, outspoken leader of the pro-urban cause: Seattle City Council president Lorena González. González is an at-large city council member who was first elected in 2015 as a police accountability activist and attorney.

Here’s what I wrote about González in March, explaining why I chose to highlight Farrell and Houston: “That’s not to say police accountability superstar González hasn’t voted for YIMBY legislation, but it’s far from the focus of her agenda.” However, when Barnett pressed the candidates to articulate their pro-city agenda during last week’s forum, González flew the urbanist flag more unapologetically and forcefully than anyone else in the crowded field. It’s also worth noting that González has already won two citywide races—she was re-elected in 2017—and has a history of supporting progressive legislation at City Hall.

I guess I shouldn’t be surprised by González’s righteous edge on urbanism; when the city deigned to modestly increase density on the fringes of Seattle’s single-family zones back in 2019, González was all in, saying let’s do this already, and also saying it wasn’t nearly enough. She used the occasion to school the NIMBYs about the city’s “cloud of exclusionary zoning.” 

The fight to rid the city of exclusionary zoning as a front-and-center-policy choice seems to define González’s agenda. Asked to name the single most important thing she could do as mayor to fight climate change, González, unlike any of the other candidates at the forum, went right after single-family zoning.

Listen to her connect the dots: “We have to build a city that gives people incentive to get out of cars and stay in their neighborhoods. We can build that kind of city across every single neighborhood. I think the most important thing we can do is dismantle exclusionary zoning laws that create the most expensive and the least climate-friendly buildings for living. Those are single-family homes.”

“I think the most important thing we can do is dismantle exclusionary zoning laws.”—City Council President Lorena González

The once-radical belief that single-family zones are exclusionary, and that easing Seattle’s affordable housing crisis will require eliminating them, is finally widely accepted. And as we pointed out earlier this week, most candidates generically support the concept. González, however, goes beyond just checking that box; she connects all her dots to the issue, making equitable and complete neighborhoods the centerpiece of her city planning vision. (Newcomer Houston is adamant about getting rid of single-family zoning too.)

Several of González’s answers to questions during the forum were defined by remaking Seattle’s neighborhoods.

In her opening statement, she rushed right to the comprehensive plan, the city’s governing neighborhood planning document, saying city hall needed to take the pending 2024 Comp Plan update as a chance to “build a 15-minute city”—a guiding urbanist principle that means every household citywide should have 15-minute access, “without relying on a single-occupant vehicle,” to goods and services.

And when asked during the “Yes or No” lightning round whether she supported making SDOT’s COVID-19-era pedestrian-friendly streets permanent, González not only said Yes, duh, but felt compelled to add: “Already working on it. And I would also make sure that they are not mixed modality.” In fact, earlier in the forum, she brought this issue up on her own, segueing into an anti-car tirade: “I love the [pandemic-era pedestrian streets], but they are still mixed modalities. We need to eliminate cars on those streets to make sure they continue to be safe, and will be safe for those of us who are not in a steel machine.”

González’s star turn at the MASS Coalition forum also featured this refreshing bit of impatience with Seattle’s car-centric status quo. Asked if she would take action (where the current mayor has not) to set up an enforcement-camera pilot to protect bus-only lanes and bike lanes, she said: “Yes, and yes. And I would just do it. I don’t think we need a pilot project to know that this is something that is effective.”

Lest you think former police accountability attorney González, with her history of taking on biased policing, has subbed out her racial justice lens for a pro-transit lens—nope. She added: “I will also say, it’s really important to make sure we are not creating any disproportionate or disparate impacts on low income or people of color who might be targeted through the automated enforcement.”

Urbanism and social justice have been inching toward each other for nearly a decade, but the over-simplistic dynamics of Seattle’s mayoral elections have thwarted the smart combo by forcing pro-city voters to choose one or the other. No longer.

Ultimately, this is the power of González’s urbanism. Just as her call for multifamily housing in Seattle’s exclusive neighborhoods is fueled by her visceral sense of racism (go to the 2:06:18 mark for  her 2019 history lesson about redlining), so are her calls for transit access.

Urbanism and social justice have been inching toward each other for nearly a decade, but the over-simplistic dynamics of Seattle’s mayoral elections have thwarted the smart combo by forcing pro-city voters to choose one or the other. No longer. Judging from her momentum at the MASS Coalition forum, González is the right woman at the right time to press the Jane Jacobs agenda.

Two important footnotes.

1) Houston, who is young,  BIPOC, and queer, also runs urbanism through a smart social justice lens. For example, he stood out during the MASS Coalition forum lightning round by coming out against congestion pricing, saying simply, “No, it’s inequitable.” Everyone—even the unimpressive Bruce Harrell—gets that congestion pricing will hit poorer people harder because housing prices force poor people into far-flung, car-dependent suburban living. I respect Houston’s hard-line stance (as did ECB!), but the ultimate wisdom of charging people to drive downtown (González said yes) can easily be designed to exempt poor people. As mayor, there’s no question Latinx González will craft a just congestion pricing program.

Yeah yeah, they’ve got their spoiled-brat campaign against Sawant (which reads like a Brett Kavanaugh temper tantrum)

And, here’s a thought about the council election:

2) If you believe the Seattle Times, establishment polling firms, and conventional wisdom, Seattle voters are fed up with the City Council—their woke politics, their YIMBY POV, their commitment to organized labor, their “permissive” (harm reduction) approach to homelessness, and the fact that they had the nerve to hold Carmen Best accountable for the SPD.

Reality check: NO LEGIT CANDIDATE CHOSE TO RUN AGAINST THE COUNCIL’S AT-LARGE LEADER OF THESE AWESOME POLITICS, Position 8 Councilmember Teresa Mosqueda.

Probably because the establishment is gaslighting you, and they actually know there’s no way to beat Mosqueda, because people actually agree with her progressive, YIMBY agenda. Meanwhile, the establishment’s former bestie, the mayor, dropped out of her bid for reelection. Hmmm.

Yeah, yeah, they’ve got their spoiled-brat campaign against Sawant (which reads like a Brett Kavanaugh temper tantrum), but that’s a longstanding obsession, and it’s unrelated to Mosqueda’s specific, get-shit done, agenda.

Josh@PubliCola.com

It’s Time for a Biden-Era Mandatory Housing Affordability Plan

by Josh Feit

The report is out. Mandatory Housing Affordability: Fail.

With such solid results, how can I say that?

It’s true, the numbers are impressive. MHA dollars accounted for 45 percent of the city’s affordable housing spending in 2020, or $52.3 million. (MHA actually brought in $68.3 million total last year, and the city will carry over the additional $16 million in MHA money for 2021 affordable housing projects.)

And while the longtime Seattle Housing Levy’s $56.7 million accounted for more of 2020’s affordable housing spending, 48 percent, MHA actually created 110 more rent-restricted units than the venerated levy—698 funded by MHA versus 588 funded by the levy.

In short, this brand-new inclusionary housing mechanism, which came online in 2019 after five years of old-school neighborhood lawsuits and challenges, more than matched the levy, a 40-year-old property tax program that cost homeowners a median of $122 a year in 2016.

MHA is an affordable housing mandate that upzoned a sliver of Seattle’s exclusive single-family areas while requiring developers to either pay a fee, which goes into an affordable housing fund, or build a percentage of affordable units on site. MHA applies to every new multifamily or commercial building in the city. And it costs you nothing. Oh, and the $52.3 million for 698 units doesn’t even include the 104 on-site affordable housing units that MHA created; the city does not track on-site units as affordable housing dollars.

So, with such glowing stats, why “fail?”

I mean it the same way Obama’s $800 billion stimulus package was a failure and Democrats are now applauding Biden for going big on his $4.1 trillion infrastructure plan. In other words, if we’re getting a nearly-$70 million-a-year bang for our buck on affordable housing dollars from the polite MHA upzones the council passed in 2019, it’s time to do a Biden and go bigger.

If a bumper-bowling upzone was able to create a fund comparable to the Housing Levy without raising any taxes, imagine what a grown-up upzone would do for affordable housing.

MHA only upzoned 6 percent of the city’s single-family zones, which make up around 65 percent of the city’s developable land. Under MHA, the city also did some earlier upzones between 2017 and 2019 in parts of six  neighborhoods where some density was already allowed, such as downtown, the University District, South Lake Union, and 23rd Avenue in the Central District

Back when the council passed the final pieces of MHA two years ago, the city’s two at-large council members, Lorena González and Teresa Mosqueda, were already playing Elizabeth Warren to the mayor’s Larry Summers. Caving to pressure from the slow-growth Seattle Times, former mayor Ed Murray scrapped his initial MHA upzone proposal, which would have raised the ceiling on height regulations in single family zones at large.

“For some, this housing affordability legislation goes too far,” González said from the council dais when the council passed MHA in March 2019, “for others it does not go far enough.” It was clear which side González was on. “So, let’s chat a little bit about that dynamic,” she said. “Contrary to the name of the Select Committee on Citywide MHA, this legislation is not even close to citywide. This legislation impacts a total of only 6 percent of existing areas currently and strictly zoned as single family home zones. That means even with the passage of MHA legislation, approximately 60 percent of the city of Seattle is still under the cloud of exclusionary zoning laws.” She went on to give a history lesson of racist housing covenants in Seattle.

Councilmember Mosqueda sounded the same note. “I’m sad that we’re not actually having a conversation about citywide changes,” she said. “I think that’s the next conversation to have. Larger changes that create a more inclusive Seattle. Again, this is just an effort to look at 6 percent of the single family zoning in our city.”

González is running for mayor this year, and Mosqueda is backing her. Here’s hoping González is actually committed to doing something about “the cloud of exclusionary zoning.” Not only because it will help create a more inclusive city, but according to the numbers, it would be good affordable housing policy.

Think about it. If a bumper-bowling upzone was able to create a fund comparable to the Housing Levy without raising any taxes, imagine what a grown-up upzone would do for affordable housing. While we created 1,300 units last year, we should be building a total of 244,000 net new affordable homes by 2040, according to the King County’s Regional Affordable Housing Task Force, or about 12,000 a year.

Another important stat, one that’s not in the report: $10 million of all MHA proceeds to date have come from developments within the sliver of city land that used to be zoned exclusively single-family.

Upzoning the rest of the city—the part that remains exclusively single-family—would certainly help. Another important stat, one that’s not in the report: $10 million of all MHA proceeds to date have come from developments within the sliver of city land that used to be zoned exclusively single-family.

This is noteworthy. Here’s why. There are three main streams of MHA money: first, payments from developments in selected multifamily hubs that became subject to MHA in 2017, including parts of 23rd Ave. in the Central District, the University District, and Uptown; next, payments from developments in all multifamily zones, from the new MHA legislation that took effect in 2019; and also payments from developments in the upzoned sliver of former single-family zones.

Over the four years between 2016 and 2020, the hub upzones, which went into effect earlier, have generated about 60 percent of the money from MHA, most of that in 2020. But since 2019, when MHA dollars started flowing in from the multifamily areas and the former single-family areas, nearly a third of the additional money from those new revenue sources—$10 million of $36 million remaining total—has been from development in the sliver that used to be single-family.

That outsized stat indicates just how attractive these formerly verboten zones, which sit on the edges of existing urban centers and urban villages, are for new housing. If we actually upzoned all of the city’s exclusive single-family areas, instead of just six percent, we’d have a better chance at generating the money to build the affordable housing stock this city needs.

While the upzoned former single-family zones did generate $10 million for affordable housing, there is another MHA fail. None of the on-site MHA housing was built in those areas. That needs to change. Opening up the entire city to multifamily housing, as opposed to the begrudging 6 percent allotted in MHA, would create more options for on-site multifamily development in these zones themselves. Hopefully, the next conversation about upzones will address how to actually put multifamily housing in amenity-rich SFZs.

The name of this column is Maybe Metropolis. My verdict on MHA?  Emphasis remains on “maybe” until we do mandatory housing affordability right and make it actually citywide.

Josh@PubliCola.com

Company Owned by Seattle Times’ Slow-Growth Columnist Razed House for Apartments in South Seattle

Image via Rail House Apartments.

By Erica C. Barnett

Seattle Times columnist Danny Westneat has long been a hero to the NIMBY crowd. His columns about density and gentrification have created heroes and villains in Seattle’s growth wars: Little old ladies versus greedy developers; “unfettered growth” versus homeowners calling for a little restraint; “some of the biggest zoning changes in our lifetimes” versus bungalows.

In 2015, a Westneat column warned darkly about secret plans to “do away with single-family zoning — which for a hundred-plus years has been the defining feature of Seattle’s strong neighborhood feel.” The column galvanized a rebellion among the city’s slow-growthers that gutted then-mayor Ed Murray’s Housing Affordability and Livability Agenda, reducing new density to a tiny slice of land on the edges of existing urban villages and ensuring that Seattle’s single-family areas will remain unaffordable enclaves for the foreseeable future.

According to King County records, the Westneats bought the property in 2005 for $267,750 and tore down the house that was there around 2016; the current value of the property, according to the county tax assessor, is just under $3 million.

So I was surprised to learn recently that while Westneat preaches the gospel of slow growth and “concurrency”—a buzz word for anti-density groups that argue the city shouldn’t accommodate new people until it has built sidewalks, roads, and other infrastructure “concurrent” with population growth—he and his wife own a development company that bulldozed a bungalow in Seattle’s historically Black south end and replaced it with a 13-unit apartment complex. Westneat’s wife developed the property.

Rents at the Rail House apartments, located about a block from the Columbia City light rail station, start at around $1,400 for a studio and go up from there; prospective renters must have three references from previous landlords and a minimum credit score of 650 (until recently 660). Activists for racial equality have called credit requirements a form of modern-day redlining that has no relationship to tenant quality. Westneat said the credit and reference requirements were a response to a city law requiring landlords to accept the first applicant who qualifies; that law was designed to prevent discrimination by landlords.

According to King County records, the Westneats bought the property in 2005 for $267,750 and tore down the house that was there around 2016; the current value of the property, according to the county tax assessor, is just under $3 million.

Contacted about this seeming contradiction between the views he expresses in his columns and his family’s business, Westneat responded that he’s never had a problem with transit-oriented development; his issue is with places “where growth is overwhelming the infrastructure.”

“I think all transit corridors and the light rail corridors in particular are no-brainers for higher-density development, Westneat told me in an email. “I do have issues with the way Seattle has gentrified so quickly (but who doesn’t?).” Rail House, he continued, “is a classic transit-oriented development, 13 units with no parking. It works because it is right next to Columbia City light rail station, but it might not be appropriate in parts of the city that lack robust transit.”

What’s insidious about Westneat’s columns isn’t that they make a moderate case—it costs homeowners nothing to say that density is acceptable where they don’t live—but that they are an argument against the kind of density Seattle actually needs.

You won’t get any argument from me that transit-oriented development is a no-brainer. But even the most dyed-in-the-wool slow-growther would probably agree with this view today, now that battles over transit and development near transit stops have been mostly settled. (Of course, both Westneat and I have been around long enough to recall when transit itself was considered not just a gentrifying factor but one that would promote out-of-control growth in historically single-family areas like Columbia City!)

As an example of his support for appropriate density, Westneat said that he was all for Mike O’Brien’s 2016 legislation that would have “upzoned most of the city to three units.” (In reality, the city projected that the plan would result in fewer than 4,000 new units across the entire city over 20 years).

“I don’t have a longstanding editorial opposition to density or upzoning,” Westneat told me. 

I’d say that’s debatable—the cumulative effect of column after column condemning specific examples of density is an editorial opposition to density, even if those columns are tempered by general statements supporting the idea of density where “appropriate.” By opposing specific examples of density again and again, Westneat’s columns have poured gasoline on the movement against density of all kinds, including modest density (such as row houses and triplexes) in single-family areas.

Continue reading “Company Owned by Seattle Times’ Slow-Growth Columnist Razed House for Apartments in South Seattle”

Afternoon Fizz: “A Dictator Posturing As a Mayor,” Another Preventable Disease Outbreak, and CPC Challenges Cops’ Crowd Control Plans

Not a handwashing station.

1. The manager of Seattle’s Equitable Development Initiative, Ubax Gardheere, and EDI staffer Boting Zhang sent out an open letter today denouncing Mayor Jenny Durkan as “a dictator posturing as a Mayor” and leading a city in which “women and people of color step up inside the institution” to do emotional labor for others.

“We’re done working for a dictator posturing as a Mayor,” the letter says. “We’re done feeling increasingly out of touch with our communities and friends. And we’re done being women of color bearing a disproportionate emotional labor burden in our civilization’s collective reckoning with our mid-life (or is it end-of-life?) crisis.”

The Equitable Development Initiative exists within the city’s Office of Planning and Community Development, which answers directly to Mayor Durkan. The purpose of the EDI is to fund and promote projects that prevent displacement in communities of color.

However, in their letter, Gardheere and Zhang suggested their jobs had become more about taking on emotional labor and “producing” on deadline than helping the communities EDI is supposed to serve.

“When we each took our jobs, we were afraid that we’d get pulled away from the values and people we hold most dear,” the letter reads “To an extent, we have. Our bodies have been weaponized in an institution that historically and presently has actively fought against [community], and you have sensed this.”

“There is an ongoing joke about the Seattle Process, this notion that when you bring too many people together, we don’t get anything done. Fuck that. It’s not bringing together too many people that makes us slow. It’s bringing together so much trauma that gets us trapped in gridlock. And time and again, we have seen women and people of color step up inside the institution to massage at the knots.”

Contacted by email, Gardheere and Zhang declined to comment or elaborate on their letter, which says both are “taking some time off to regain our mental health” before deciding what’s next.

Prior to working at the city, Gardheere was a program manager for Puget Sound Sage, the Seattle-based race and social justice advocacy group. Zhang was named “one to watch” in Seattle Magazine’s 2018 list of the city’s most influential people.

The best way to prevent disease outbreaks, county public health officer Jeff Duchin emphasized, is to ensure that people have access to soap and running water so that they can actually wash, not just sanitize, their hands.

2. At a meeting of the Seattle/King County Board of Health last week, King County Public Health director Patty Hayes described new outbreaks of shigella (a bacterial infection that causes diarrhea, fever, and vomiting) and cryptosporidiosis (a diarrheal disease caused by a parasite.) Both spread through fecal matter on unwashed hands. In the latest shigella outbreak, 84 percent of 142 cases were among people experiencing homelessness. (Sixty-three percent of those people had to be hospitalized, according to Hayes).Among 47 people with cryptosporidiosis, about half are homeless, Hayes said.

The best way to prevent the spread of such diseases, county public health officer Jeff Duchin emphasized, is to ensure that people have access to soap and running water so that they can actually wash, not just sanitize, their hands. “Handwashing is definitely superior to” hand sanitizer, Duchin added. The city of Seattle, under Durkan, is considering what multiple people familiar with the conversations called “Purell on a pole” as an alternative to the handwashing stations that the city council funded in its budget last November.

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Hayes did praise the city for turning on 12 water fountains in downtown Seattle, which the city had turned off in response to the COVID-19 pandemic. “One of the top priorities was to get potable water, drinking water, out there—that was a super concern,” Hayes said. “We’re exploring more safe water options with Seattle Public Utilities and Parks. In the coming weeks, we’ll make additional recommendations for high-priority areas and we’ll continue to talk to the city about these hygiene issues.”

PubliCola’s has asked SPU how many water fountains are still out of commission across the city.

The department is holding an online seminar for groups interested in submitting a proposal for its handwashing station pilot—now expanded to include food waste disposal and rebranded the “Water and Waste Innovation Funding Program”— tonight at 6.

3. A blog post the Seattle Police Department published Monday announcing reforms to the department’s crowd control and use-of-force policies caught the Community Police Commission off guard, according to a letter from commission’s co-chairs. SPD’s post said the CPC’s “feedback” had contributed to the reforms. In a public response to SPD posted on the CPC’s website, co-chairs LaRond Baker and Erin Goodman wrote that the new policy changes largely do not reflect their recommendations and will “not do enough to keep protesters and other members of the community safe.” Continue reading “Afternoon Fizz: “A Dictator Posturing As a Mayor,” Another Preventable Disease Outbreak, and CPC Challenges Cops’ Crowd Control Plans”

Maybe Metropolis: Outdated Environmentalism Stalls Pro-Housing Legislation in Olympia

Despite his old-school, anti-development environmentalism, Accessory Dwelling Units fit right into Rep. Pollet’s North Seattle district. He should stop stalling them in cities statewide.

By Josh Feit

Back in 2017, the environmental group Futurewise had an “OK Boomer” moment when it came to light that two of their board members, Jeffrey Eustis and Dave Bricklin, were independently suing the city of Seattle to stop two affordable housing initiatives: The city wanted to increase the production of accessory dwelling units (also known as granny flats) and upzone a small portion of Seattle’s exclusive single-family zones to accommodate more density.

The old-school, anti-development environmentalists (Eustis against ADUs and Bricklin against zoning increases) didn’t grok that Futurewise’s up-to-date vision of environmentalism now prioritized urban density as a component of equity and sustainability. After years of process monkeywrenching, Eustis, representing the Queen Anne Community Council, and Bricklin, representing the Wallingford Community Council, failed to stop Seattle’s zoning changes. In an appropriate denouement that signaled its shift forward, Futurewise replaced the anti-development pair (who were both founding board members) with new faces, including Angela Compton, the young woman who actually led the grassroots campaign to pass the city’s upzone agenda. Ouch.

Futurewise, currently advocating for a slate of pro-density bills in the state legislature, may be experiencing yet another “OK Boomer” moment, as longtime North Seattle State Rep. Gerry Pollet (D-46, Seattle) has already tabled a Futurewise-backed bill that would have encouraged more ADUs in cities statewide.

Clinging to outdated anti-development tropes, Pollet (who got some naive positive press last week for denouncing a boneheaded Building Industry Association of Washington propaganda video) has been the number-one opponent of the inclusive, pro-housing agenda in Olympia over the last several legislative sessions.

For three years straight, Pollet, the chair of the pivotal House Local Government Committee, has sabotaged a series of pro-housing bills that would have reformed ADU laws in urban areas by prohibiting owner occupancy requirements, eliminating parking mandates, loosening minimum lot size and square footage requirements, and getting rid of street improvement mandates. The urban planning nerds at Sightline get into the weeds of the latest ADU bills here.

By the way, I understand that cities need to do something more dramatic than add ADUs to housing stock if they want to successfully address the affordable housing crisis, but it’s a necessary first step to dismantling exclusionary zoning rules.

And the numbers in Seattle, Tacoma, California, and Oregon show that reforms like these  do increase ADU production. For example, after Seattle adopted new rules in 2019 to allow two ADUs per lot and eliminate parking and owner occupancy mandates, the numbers soared. In fact, ADU production grew 69 percent in Seattle in 2020 compared to 2018. The fact that this swift growth represents an increase from 227 new ADUs to 566 just illustrates the need for more far-reaching pro-density policies.

A quick history lesson: In 2019, Pollet watered down a pro-ADU bill proposed by Rep. Mia Gregerson (D-33, Kent) and supported by Reps. Noel Frame (D-36, Seattle), Nicole Macri (D-43, Seattle), and Joe Fitzgibbon (D-34, Seattle, Vashon Island)—to the point that the policy architects behind the bill, Sightline, pulled their support. After that, the legislation died.

In 2020, after Gregerson passed another sweeping pro-ADU bill through Fitzgibbon’s Environment and Energy Committee, Pollet voted against it in the Appropriations Committee (even though it was watered down), and it eventually died in the Rules committee.

The legislature did pass another pro-ADU bill that year. However, it was dramatically watered down; the original bill would have gotten rid of owner occupancy requirements, allowed two ADUs per lot, and eliminated parking requirements for ADUs within a half mile of transit. The final bill got rid of the first two reforms and sliced down the new parking rule to a quarter mile.

This year, Pollet’s committee tabled yet another best-practices ADU bill that was proposed by Gregerson and supported by Seattle progressives like Macri and Kirsten Harris-Talley (D-37, Seattle). And then, last week,  Pollet and his committee gutted SB 5235, an additional pro-housing bill, this one sponsored by Sen. Marko Liias (D-21, Mukilteo); Liias passed the legislation out of the senate 46-3 with support from Seattle progressives such as Rebecca Saldaña (D-37, Seattle) and Joe Nguyen (D-34, Seattle).

Continue reading “Maybe Metropolis: Outdated Environmentalism Stalls Pro-Housing Legislation in Olympia”

Maybe Metropolis: What’s a YIMBY to Do?

by Josh Feit

It’s mayoral election season. And once again, Seattle’s intransigent ideological factions are seeking the candidate who most aligns with their agenda. As candidates vie to consolidate support, this makes for entertaining political contortions.

On the candidate side in recent races, this has been embarrassing (Tim Burgess trying to be cool by setting up headquarters on Capitol Hill in 2013); disingenuous (Mike McGinn assuring people he wasn’t going to fight the tunnel in 2009); or awkward (Cary Moon trying to woo Nikkita Oliver supporters in 2017.)

On the voter side, things can be even rougher. For example, who the heck is a YIMBY (Yes in My Backyard) voter supposed to support when Seattle’s dominant factions—KUOW yuppies turned Make-Seattle-Great-Again stalwarts, KEXP Gen-Xers turned provincial populists,  and “Seattle is Dying” KOMO voters—frame the debate.

I wrote a YIMBY manifesto last week (short version: Build multi-family housing in single family zones, support small business in every neighborhood, preserve cultural spaces citywide, and establish civic services across Seattle, all overlaid with an accessible, seamless transit and pedestrian network.)

But since urbanist Councilmember Teresa Mosqueda isn’t running for mayor, things are a bit tricky for upzone-infill-Green Metropolis nerds like me, who want a departure from the same old “downtown” vs. “neighborhood” mayoral campaign season script. (And p.s., the Seattle Times vs. Stranger divide isn’t much of a guide anymore; their standoff lost meaning when both publications went for testosterone socialist Jon Grant over Mosqueda in 2017’s citywide council contest.)

Race is going to be a major factor in 2021, which you’d think would help the YIMBY cause. After all, YIMBYs have put exclusive single-family zoning on notice; allowing more affordable multi-family housing in single-family zones is the number one YIMBY agenda item, if not obsession.

But nope. Both the KEXP and KUOW factions (which include Millennials too, by the way) think developers are akin to Trumpists (um, aren’t the anti-development voters the ones with the keep-people-out pathology?) That contradiction aside, thanks to widespread anti-developer sentiment, the pro-housing position that’s central to the Yes-in-My-Back-Yard voter will undoubtedly get suffocated by easy anti-gentrification soundbites.

I don’t know how many times I have to say this: Gentrification is happening now, in the current context of Seattle’s protected single-family zone paradigm, not in some imagined bogeyman context where developers supposedly have access to the majority of Seattle’s neighborhoods. The NIMBY fear-mongering argument reminds me of Trump showing video of riots that happened during Trump’s presidency and saying: “This is Joe Biden’s America!”

Since the contours of Seattle politics make it hard for candidates to run on the pro-neighborhood-housing, pro-neighborhood-business, pro-transit, pro-rights-of-way (plural), pro-nightlife, and pro-harm reduction agenda, what’s a YIMBY to do?

If there’s one thing establishment and populist candidates always agree on, it’s that allowing development in single family zones is inimical to Seattle’s character. This is your moment YIMBY. Step in and step up for a pro-housing agenda.

Well, there’s conceptual apartment buildings architect Andrew Grant Houston, aka “Ace the Architect,” a young, Black and Latino, queer, 100% YIMBY candidate, who has stunned everyone with his early fundraising ($60K raised, according the most recent Seattle Ethics and Elections reports).

Some of Seattle’s most visible bright lights, big city advocates have contributed (at least nominally) to Houston’s campaign, including: former mayoral candidate Moon, Futurewise executive director Alex Brennan, Share the Cities activist Laura Bernstein, Urbanist blog writers Ryan Packer and Doug Trumm, Seattle disabilities/transit advocate Anna Zivarts, and Mosqueda herself, though Mosqueda donated much more to council colleague and mayoral candidate Lorena González. (Houston is currently Mosqueda’s interim policy manager at City Hall.)

Houston, whose campaign website vision page says Seattle should operate on a 24/7 basis (I agree!) and that personal vehicles should no longer exist in Seattle by 2030 (I want to agree?), is on the board of a revamped Futurewise, the environmental nonprofit that’s leading the cause of urban density in the state legislature right now.

Gentrification is happening now, in the current context of Seattle’s protected single-family zone paradigm, not in some imagined bogeyman context where developers supposedly have access to the majority of Seattle’s neighborhoods.

There is also recently announced candidate Jessyn Farrell, a former progressive state rep from North Seattle who used to head up Transportation Choices Coalition, the premier pro-transit advocacy non-profit in the state. She currently works for Nick Hanauer’s left-progressive think tank, Civic Ventures (which, full disclosure, is a contributor to this site). As a legislator in Olympia, from 2013 to 2017, Farrell was vice chair of the House Transportation Committee and led the 2015 legislative fight for Sound Transit 3’s authorizing legislation.

For Farrell, an urban planning progressive, transit goes hand in hand with housing. She was instrumental in adding amendments that A) tied the authorizing legislation to a commitment from Sound Transit to contribute $20 million to an affordable housing fund and B) helped activate the agency’s transit-oriented  development policy; the TOD legislation has helped create, or put into the housing pipeline, 1,500 affordable units near transit stations to date.

Continue reading “Maybe Metropolis: What’s a YIMBY to Do?”

Participatory Budgeting Plan Is Heavy on Overhead, Seattle Rep. Macri Schools Suburban Cities, and Emails Confirm Durkan Audit Directive

[REDACTED]: Emails confirm Durkan directive.
1. In what may be a final act before the wheels of the citywide participatory budgeting process begin to turn, the Black Brilliance Research Project’s (BBRP) team—specifically, longtime research leads Shaun Glaze and LéTania Severe—are working with the Seattle City Council to develop a spending plan for the participatory budgeting rollout. The city plans to use participatory budgeting to select programs that will replace some functions of the Seattle Police Department.

Any money the city spends on staffing and infrastructure for participatory budgeting will come out of the $30 million set aside in the city’s 2021 budget for PB; that means it will reduce the dollar amount available to finance the projects for which Seattle residents will eventually be able to vote.

A draft spending plan written by the BBRP team outlines $8.3 million in overhead costs—roughly 28 percent of the project’s total budget, and 40 percent more than the entire budget of Seattle’s Office of Civil Rights. The BBRP’s final report to council also suggested setting aside another 20 percent of the budget to cover any unexpected future costs, which would leave just under $16 million to pay for project proposals.

The largest portion of that spending would go to 35 staff members, all identified as “Strategic Advisor 2″-level employees (a city employment tier that comes with a six-figure salary), including a seven-person steering committee to set the rules and procedures for participatory budgeting as well as 25 full-time members of five “work groups” who will provide administrative support to the steering committee.

The draft spending plan also outlines plans to address inequitable access to the internet that might hinder efforts to give BIPOC and low-income residents a voice in the participatory budgeting process. Some digital access-related budget items fit within the current $8.3 million spending plan, but others don’t, including a $2.75 million program called the “Digital Navigator Program” that would involve hiring 50 people to provide one-on-one “assistance in getting to and using online resources, low-income internet [and] device programs, and developing digital skills” to BIPOC residents.

The BBRP and its supporters are still advocating for the city to spend additional dollars to the participatory budgeting process. At the moment, their focus is on a proposal before the council’s Public Safety Committee to cut $5.4 million from the Seattle Police Department’s budget to account for an equivalent amount that the department overspent in 2020. In an email sent on Monday, supporters of the participatory budgeting process suggested that the dollars taken from SPD’s budget could enable the city to hire the team of digital navigators, among other expenses. 

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2. Representative Nicole Macri (D-43, Seattle) is working to pass legislation (HB 1220) that updates the Growth Management Act with rules that would require more affordable housing stock. The bill says Washington cities should plan for upcoming growth by requiring cities to incorporate affordable housing into their comprehensive plans.

However, representatives from several suburban cities, including Renton and Auburn, testified against sections of the bill that would prohibit jurisdictions from banning homeless shelters and transitional housing, as the city of Renton effectively did earlier this year. The bill would prohibit such bans in any area where other types of short-term housing, such as motels, is allowed. Critics argue that the bill is an overreach of state authority, and cities should be able to deal with homelessness as they see fit.

Macri doesn’t buy it. “It seems like local control hasn’t led to inclusive zoning in the last 50 years, so why would I think that it would [now]?” she said, adding that while planning for more housing to accommodate growth is “good policy,” the proposed affordable housing mandates make the policy “real.”

Even though the bill passed the House on March 3 with unanimous Democratic support, Rep. Macri says she’s still worried about how the bill will fare in the Senate. Rep. Macri is currently trying to have conversations with cities, trying to find out what resources they need to “be inclusive to all people in all the zones where [cities] currently allow some people.” She says those conversations are not going great.

On March 11, the Sound Cities Association, which represents suburban cities, sent a letter opposing the bill signed by the mayors of Vancouver, Renton, Sammamish and 21 other mid-sized cities. The Sound Cities Association is a major player in the new King County Regional Homelessness Authority, which is supposed to devise a region-wide approach to homelessness.

Conversations with the mid-size cities started out fine, Macri said, but as the legislation continued to move, cities kept coming up with new objections to the bill, before finally acknowledging their real beef, which Macri paraphrases as: “We don’t want certain kinds of people in certain kinds of neighborhoods because they can’t meet those people’s needs.”

Seattle’s City Council and Mayor Jenny Durkan both sent letters to Seattle’s legislative delegation last week expressing their support for the bill. “All cities play a part in establishing affordable housing and remedying the homelessness crisis that is gripping our county, our region, and our state, and appreciate your support for HB 1220,” the council wrote.

3. Records obtained through a public disclosure request, though heavily redacted, appear to confirm that it was Mayor Jenny Durkan’s office, not Department of Finance and Administrative Services director Calvin Goings or finance director Glen Lee, who decided to pressure the state auditor’s office to expand the scope of its performance audit of the city council’s contract with the Freedom Project, which served as the “fiscal agent” for the initial $3 million participatory budgeting research project. Continue reading “Participatory Budgeting Plan Is Heavy on Overhead, Seattle Rep. Macri Schools Suburban Cities, and Emails Confirm Durkan Audit Directive”

Queen Anne Project Approval, Delayed for Years, Illustrates Issues with Seattle’s Design Review Process

By Erica C. Barnett

In a three-hour meeting Wednesday night, Seattle’s West Design Review Board approved the design for a new Safeway-anchored apartment building in the Upper Queen Anne neighborhood, capping off several years of debate over virtually every element of the project, from the placement of flower pots to brick colors to the number of doorways that will open into the 50,000-square-foot urban grocery store.

The process for approving the development has dragged on for more than three years, as Queen Anne Greenways’ Mark Ostrow has meticulously documented on Twitter. Barrientos Ryan is the third developer to take a crack at the site, after community groups rejected plans by two previous developers.

Delaying the project, which will replace an outdated one-story Safeway and a large surface parking lot, has added between $750,000 and $800,000 to the cost of the project so far, an amount that accounts only for the cost of redesigns, sketches, and studies of changes suggested by the DRB. Delay typically adds significant costs to projects themselves, as the cost of labor and materials tends to go up, not down. This makes housing more expensive, and contributes to the city’s ongoing lack of affordability, as Seattle’s ongoing population growth forces renters to compete for a limited number of apartments.

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The building, which will replace an existing Safeway with a large surface parking lot, will add more than 320 new apartments to the neighborhood, including 30 that will be affordable under the city’s Mandatory Housing Affordability legislation. (Barrientos Ryan will contribute another $6 million to build affordable housing elsewhere in the city.) It will also include a 2,000-square-foot public plaza, outdoor seating, a mural, and four additional pedestrian entrances to mimic the appearance of many small sidewalk-facing storefronts.

At Wednesday’s public hearing and at previous meetings, neighborhood residents pleaded with the board to move forward with the project. “I have thoughts about the design elements that have just been discussed in the last 70 minutes, but I’m not going to offer them because the only thing I want is for the Design Review Board to move forward,” Queen Anne Community Council member Justin Allegro said. “Design review shouldn’t be about appeasing a few neighbors who show up but about the whole neighborhood,” another commenter, Joshua Whitney, added.

SO MUCH BRICK

Design review was not originally intended to give neighborhood residents effective veto power over every element of a project. Over the years, though, it has turned into a tortuous process, one where individual preferences for Juliet balconies or garage-style rolling windows can hold up an entire project for months or years. Design review is frequently used as a cudgel to prevent projects or impose personal preferences that aren’t really about design at all—such as mandatory parking and whether people living in apartments have air conditioning or washers and dryers in their units.

Seattle’s design review process, it’s important to know, isn’t inevitable or—as public commenter Whitney put it—”a natural law.” And we don’t have to abandon all community control over building design to prevent development from being hijacked by individual residents who oppose housing or just have strong personal opinions about design.

In Portland, design review is done by a single, seven-person commission, made up primarily of professionals with experience in design, engineering, construction, and development, along with one representative of the general public. In contrast, Seattle’s eight neighborhood design review boards have five members each, all from the neighborhoods surrounding the projects they review.

Former SRO Gets Landmark Status, Council Considers Cell-Phone Tracking Tech

1. Plans to build a 14-story hotel across the street from the north First Avenue entrance to Pike Place Market are now in limbo after the city’s Landmarks Preservation Board voted 6-1 to designate the three-story Hahn Building a historic landmark last week. The board previously rejected applications to landmark the building twice, in 1999 and 2014, and commission staff recommended against a landmark designation this time, “as it does not appear to have the integrity or the ability to convey its significance as required.”

The Hahn Building, which served as a single-room occupancy hotel for low-income workers, was completed in its current, three-story form in 1907, making it one of the older buildings in the area and one of dozens of SROs that used to operate downtown. (The original one-story building was finished in 1897.) One At last week’s landmarks board meeting, landmarking proponents argued that its history and proximity to Pike Place Market qualified it for historic status.

Photographer and writer Jean Sherrard called the building a “vital hinge in the market’s front door” and “a transitional step down from the tall buildings that fill the downtown core behind it.” Landmarks commissioner Jordan Kiel, who cast the lone vote against landmark status, countered that “being landmark-adjacent does not make you a landmark,” calling the heavily altered Hahn a “background” without “a significant impact to the city as an SRO.”

Residents of the Newmark condo tower, which sits directly to the east of the Hahn, have heavily supported the landmark effort, creating an online petition and GoFundMe to support their efforts. If the hotel is built, many of these condo owners would lose their views of Puget Sound to the west. Newmark residents also supported efforts to “save the Showbox,” which sits on the same block and was going to be developed as an even taller condo building.

Landmark status does not prevent a building from being demolished, but it’s one factor that a city hearing examiner will consider when deciding whether to approve a master use permit for the proposed new hotel. The developer can also appeal the landmark’s board decision to the hearing examiner.

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Being fully independent means that we cover the stories we consider most interesting and newsworthy, based on our own news judgment and feedback from readers about what matters to them, not what advertisers or corporate funders want us to write about. It also means that we need your support. So if you get something out of this site, consider giving something back by kicking in a few dollars a month, or making a one-time contribution, to help us keep doing this work. If you prefer to Venmo or write a check, our Support page includes information about those options. Thank you for your ongoing readership and support.

2. Over the next year, the Seattle Department of Transportation plans to replace all its license-plate readers—cameras that track cars and buses through traffic, producing data that SDOT uses to determine real-time travel times and improve things like signal timing—with cell-phone-tracking censors made by a company called Acyclica. The sensors, which will be embedded in utility cabinets along a handful of major arterial streets, track people’s location by identifying a specific code, or address, associated with their cell phones.

Although the city has been using Acyclica’s technology on a smaller scale since 2014, the 2017 surveillance ordinance requires the city to periodically review surveillance technologies for compliance with the ordinance. Last week, the city council’s transportation and utilities committee discussed Acyclica in the context of a city audit on license-plate readers. Several council members brought up concerns about the new technology, including the possibility that it can be used to track individual Seattle residents or by law enforcement. Continue reading “Former SRO Gets Landmark Status, Council Considers Cell-Phone Tracking Tech”