Seattle Mayor Ed Murray Reveals Low-Cost Sidewalk Program


Walking is getting a lot of attention in Seattle recently, and unsurprisingly, much of that has to do with rapid growth and changing expectations about how people get around. Walking, in a sense, has become a top priority in almost everyone’s minds. Neighbhoods across the city are demanding better walking facilities now while residents and workers in densifying neighborhoods push for wider and always-open sidewalks. At a press conference yesterday, Mayor Ed Murray released his latest proposal to give more Seattleites more options when it comes to getting around on foot using innovative approaches. Flanking the Mayor at his press conference, Councilmember Tim Burgess, SDOT Director Scott Kubly, and supporters from advocacy groups like Seattle Neighborhood Greenways lined up to back the plan.

The Mayor laid out the challenge and vision for a city of walking:

To be a truly walkable city, we need to provide safer pathways to schools, parks, transit and shops. This innovative approach stretches our dollars to meet this need across Seattle by significantly reducing sidewalk construction costs. Everyone – from schoolkids to seniors – should have the opportunity to walk their neighborhoods safely.

Murray wants to stretch City dollars for sidewalk projects. His plan would implement more cost-effective techniques in sidewalk materials and designs. In fact, some “sidewalks” might not even be what we consider as a traditional sidewalk. Murray is also proposing the development of new tools for and partnerships with private individuals to construct walking facilities.

Shallow stamped concrete above grade with curb. (City of Seattle)
Shallow stamped concrete above grade with curb. (City of Seattle)

Under the Mayor’s plans, the Seattle Department of Transportation (SDOT) will deliver at least 250 blocks of new sidewalks over the next nine years if the Levy to Move Seattle passes in November. Those sidewalks would be constructed at the same cost of 150 blocks using the traditional concrete sidewalk model. To make that happen, sidewalks could be constructed with stamped concrete, stained asphalt, at-grade sidewalks separated by curbs or bioswales and landscaping, and other quick-to-implement, low-cost pedestrian infrastructure solutions. Those construction methods can result in substantial savings over the traditional concrete sidewalk. In Seattle, the full curb, gutter, and concrete sidewalks can cost well over $300,000 per block-face.

Blocks to be constructed using lower-cost methods in 2016 will be located in four geographic areas of the city. Those improvements are being paid for by $1.5 million earmarked from the Safe Routes to School and Sidewalk Development program funds. Seven blocks will appear in North Seattle on 3oth Ave NE from NE 130th St to NE 137 St. Another two blocks will be constructed near Arbor Heights Elementary School in West Seattle. The Broadview Neighborhood could get extensive sidewalk improvements due to a partnership with Seattle Public Utilities. That City department has plans to upgrade stormwater throughout the neighborhood meaning that drainage installation could partially reduce sidewalk installation costs by tying projects together. And while a determination for a precise location hasn’t yet been made, Southeast Seattle is slated to get two more blocks of sidewalks as well.

At-grade concrete sidewalk separated by curb stops. (City of Seattle)
At-grade concrete sidewalk separated by curb stops. (City of Seattle)

That may not sound like a lot, but as Scott Kubly, SDOT Director, plainly noted at the press conference, “SDOT can deliver three blocks of sidewalk at the cost of one traditional block” through the low-cost sidewalk program. Indeed, that’s not an inconsequential difference in service delivery. And taken as a whole, 250 blocks over nine years gets Seattle a lot closer to fully connecting the city’s walking network, especially in areas with serious gaps. But it’s worth bearing in mind that about 28% of the city’s block-faces still lack any pedestrian facilities. That’s a somber number. But by targeting investments on one side of a street instead of two where none yet exist, the benefits are almost equal to improving both.

Murray’s plan doesn’t just stop there. He also wants private parties to help expand the sidewalk network. The first way that this could be achieved is by developing new partnerships with homeowners and businesses. Installation of new sidewalks could be directly paid for by private individuals or piggyback on targeted development funds. New development is an obvious way to build out sidewalk infrastructure, but the Mayor realizes that this could be better leveraged. Through incentives, the Mayor believes that even better pedestrian environments could be developed saving the City future efforts later.

At-grade sidewalk protected behind bioswale, angle parking, and landscaping. (City of Seattle)
At-grade sidewalk protected behind bioswale, angle parking, and landscaping. (City of Seattle)

Murray has also made it a priority to step up enforcement of sidewalk repair when responsibility is in the hands of private entities. This could involve greater oversight and inspection during project construction and disturbance of sidewalk conditions or more actively requiring property owners to fix cracks or broken blocks. In extreme cases of non-compliance, the City could more rigorously institute liens against property owners. On the flip side, Murray hopes to empower people on the ground to look out for where sidewalks improvements are needed. Using their local knowledge of sidewalk conditions, SDOT can better track them as assets and program improvements.

But perhaps most importantly, the Mayor recognizes that the needs of every pedestrian environment is different. In the same vein of the low-cost sidewalk program, Murray has put his support behind developing concept plans that fit the specific conditions within neighborhoods. Using these, private entities can more efficiently build sidewalk infrastructure that fits those local needs.

For its part, SDOT is in the middle of updating the Seattle Pedestrian Master Plan (SPMP) in consultation with the public and Seattle Pedestrian Advisory Board. Through technical expertise and public outreach, the SPMPS update will tease out many community desires, best practices, top priorities, establish performance targets, and develop a five-year implementation plan to expand the pedestrian network in the spirit of Vision Zero and Mayor Ed Murray’s campaign for safe, equitable, and interconnected communities. As part of this, SDOT is actively asking for public feedback on the SPMP through an online survey, which is open through late November.

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Stephen is an urban planner with a passion for sustainable, livable, and diverse cities. He is especially interested in how policies, regulations, and programs can promote positive outcomes for communities. Stephen lives in Kenmore and primarily covers land use and transportation issues for The Urbanist.

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Brian P

I would be very concerned about the accessibility of those new sidewalks-the slope, cross-slope, and the connection to streets (curb ramps). Especially over time without regular maintenance. This could open the City up to ADA lawsuits. Is the Mayor being penny-wise and pound-foolish?

Stephen Fesler

I think that’s really jumping to conclusions. SDOT is still getting feedback on concepts. When they construct the facilities, they will be tailored to the unique situations that each block presents. We’ll report on this later next year when the first venture into alternative techniques are utilised.

Also, you should consider taking the survey linked if youaven’t already.


Sounds to me like they’re mostly using different materials, or using “suburban-style” sidewalks with grass between the street and sidewalk rather than “urban style” sidewalk-at-the-curb. This doesn’t affect ADA compliance either way.

Brian P

If they’re saying it’ll be done cheaper & faster, corners are being cut somewhere.


Would be good to understand actual cost per linear foot to build normal sidewalks and how the new techniques will help reduce that cost. Somehow, I still feel that the cost will still be more inflated than what a private contractor can do for $6-$12 per linear foot

Stephen Fesler

The base number that they’re using is $300k, I’m not sure what the average block length is in Seattle, but I bet you could whip something up with Google Maps to measure a few blocks and then average. I’ll look into that detail for a future follow-up.

Jeremy Whittle

So what’s the downside for the cheaper sidewalks?


I think it is basically quality versus quantity. Personally, I prefer the latter every time. Give me more sidewalks, even if they aren’t perfect.


I think it’s durability in the case of the different materials. And using more of people’s front yards in the case of the ones separated from the street by grass.


Excellent. I think this is exactly what is needed. I would much rather have a lot more miles of second rate sidewalk than a few miles of great sidewalks.

I think one of the trickier aspects of sidewalk planning is where to put them. I believe a balance needs to be struck between favoring busier areas versus building quiet pathways between neighborhoods. In Lake City, for example, this is a great example of the former: This is a gap in the sidewalks in a fairly busy area. That picture was taken on a nice day — when it has been raining, there is a huge puddle there, forcing pedestrians into the street. There are areas that are even busier — arterials where a sidewalk is needed.

An example of the opposite a street like 25th NE (to the east of there — This is not close to businesses or apartments, so it may not seem like a busy street. But it does serve as a connecting pedestrian passageway between areas to the north and south of 125th. There is a crosswalk there, as well as a bus stop. The street layout (in part due to the creek) means that it is one of the few streets to connect both neighborhoods. It would make sense to put sidewalks in on one side of the street (the side with the crosswalk). Making these sorts of long sections of sidewalk would benefit people quite a bit more than surrounding a block with a sidewalk. It might mean walking on the side of the road a couple blocks initially, but then being able to walk a fair distance with a sidewalk.

Trying to balance this out is not easy or obvious. If you are forced to walk on a busy street, then the lack of sidewalks is a huge problem. But simply focusing our efforts on bus streets, or streets next to them, will not enable a great pedestrian environment. Pedestrians shouldn’t have to choose between walking on a busy street or using a sidewalk.


Gonna be tough to squeeze a sidewalk in on 25th NE, as great a mobility improvement as it would be. People will not want to lose parking on such a narrow street.


Oh, I don’t know, I guess it depends. I think if you put it on one side of the street it would be fine. It doesn’t seem that narrow to me (I wish it was narrow, that might slow down some of the cars). In general I don’t think parking is that big of a deal. People tend to have big lots with parking lots on their own property. As long as it doesn’t prevent such parking, I think people won’t mind.

In general, I think most people embrace sidewalks. I know my wife and I would love to have them on our property, and I’m confident my neighbors (in Pinehurst) feel the same way. We are jealous of the folks down the street that have sidewalks. Not only does it make it much easier to walk around, but it is a lot quieter. When people park on the street (not the grass) it means that cars have to slow down (a residential street becomes a one at a time street). I’m sure there are a few people who don’t want anything to be done, but I think there are very few people who feel that way (especially when you see the number of nice places that have sidewalks).

I think the biggest hurdle is money, pure and simple. As a big fan of sidewalks, I have a tough time arguing that we should build a bunch of them when I see the cost.