Olympia committee tackles sidewalk repair challenges 

Facing a backlog of nearly 28,000 sidewalk defects, Olympia's Land Use and Environment Committee is considering a multi-pronged approach that could include deferred assessment loans, cost-sharing programs and targeted repair strategies.  

At a committee meeting on Thursday, April 24, Max DeJarnatt, an associate planner at the City of Olympia, presented the sidewalk assessment completed in 2024.

He reported the city has 226 miles of sidewalks, and the consultants found nearly 28,000 unique sidewalk issues. He mentioned that tree roots contribute to nearly 70% of moderate to high severity uplifts in sidewalks.  

Olympia's sidewalk assessment revealed infrastructure challenges driven by tree-related damage. Nearly 70% of moderate to high-severity sidewalk defects are caused by tree roots, with street trees accounting for two-thirds of the issues.  

The assessment includes: 

• 57% of defects are panel uplifts 

• 38% are cracking or spalling 

• Street trees in planter strips cause the most significant damage  

• Repairs are expensive, often requiring sidewalk reconstruction, root removal and tree replanting 

To give an idea of the magnitude of work, DeJarnatt presented the costs associated with recent city repair projects.  

In 2024, Olympia implemented two sidewalk repair strategies. The capital-fund project addressed 19 sites for $450,000, involving 11 tree removals and three curb ramp replacements, with a net increase of 19 trees.  

In addition to that work, the city street crews tackled 25 locations with a $40,000 budget, focusing on grinding, patching and completing seven full panel replacements.

To establish a dedicated sidewalk repair crew, the city estimates needing two additional staff members and a $30,000 materials budget, totaling $270,000 and potentially enabling 24-panel replacements annually.  

DeJarnatt said the city crews prove more cost-effective, but their current capacity is limited. However, contractor repairs, though more expensive, might offer faster progress in addressing the city's extensive sidewalk infrastructure needs.  

Based on the assessment, DeJarnatt said replacing the most severe sidewalk defects would require 2,452-panel replacements. The estimated cost ranges from $36 million to $76 million. Using city crews, the repair timeline would stretch to 102 years, while contractor-based repairs could extend to 129 years.  

DeJarnatt emphasized these are rough projections, noting each panel replacement varies in complexity due to factors like tree involvement or access ramp requirements.  

DeJarnatt reminded the committee that the city has liability when not actively addressing sidewalk issues. He cited the Washington City Insurance Authority's report of an 84% increase in sidewalk claims statewide from 2023 to 2024. One recent claim was awarded in Seattle for over $13 million for one trip and fall.  

"Courts have established that regardless of what our code says, we still have the duty to ensure that our sidewalks are safe. We can still be found negligent," DeJarnatt noted.  

Olympia’s current code 

While Olympia's current code requires property owners to repair damaged sidewalks, the city uses a hybrid approach in practice.  

Repairs are concentrated in high-pedestrian areas like downtown and urban corridors, known as "street tree corridors."  

For other areas, the city sends annual letters to property owners requesting they repair sidewalks adjacent to their property.

DeJarnatt commented that "this is a slow approach, and while focusing on high-traffic areas reduces the probability of trip and falls overall, it is inconsistent enforcement of the code." 

This approach has been in Olympia's 1900s sidewalk repair code, which places the responsibility on property owners.  

"Property owners are likely the most frequent users of that sidewalk, and their property values are improved. Given their proximity and interest, they are typically best positioned to address defects before they become hazards," DeJarnatt explained. 

However, he said the process of hiring a contractor, obtaining permits, and scheduling inspections are expensive and often intimidating.  

"This approach can also have a disproportionate impact. Some property owners are more capable of handling this than others, financially and otherwise," DeJarnatt said. "At the end, the city takes on all repairs, not just those along the street corridors."  

This shifts the burden from property owners to the city as a whole, representing a larger expense for a capital and operating budget.  

Alternative models  

To address the challenge in sidewalk repairs, DeJarnatt laid out alternative models used in other cities: 

• Used in some California cities, this model requires sidewalk inspection — and, if needed, repair — before the property title transfer. This has the benefit of triggering repairs when a property owner's cash is most available.  

• Deferred assessment account. This allows property owners to fix their sidewalks using low-interest loans, and pay when they sell their property. DeJarnatt noted this is exempted from federal income taxes as they are for public infrastructure.  

Though this model has not been implemented yet, DeJarnatt shared that UCLA professor, Donald Shoup, estimated if Los Angeles used this approach, it could repair its 4,000 miles of broken sidewalks in time for hosting the Summer Olympics in 2028.  

• This year, Denver launched its "Denver Deserves Sidewalks" program, charging property owners a $150 annual fee to fund repairs citywide. The goal is to fix all sidewalks within a decade.  

• Local improvement district. The property owners may petition their neighborhood to self-imposed tax to repair.  

Council member Robert Vanderpool was interested in exploring various models, including the price tag of each. He also suggested the city should "hear from the public (about) which of these models seems the most easiest to swallow." 

The committee chair, Dani Madrone, focused on developing an equitable approach to sidewalk repair that prioritizes the greatest needs. 

She also proposed innovative funding strategies, including potentially using traffic camera revenue. She highlighted a recent legislative development regarding traffic camera revenue.  

Madrone added that the Washington Legislature passed a law stipulating revenue from traffic camera programs must be directed toward transportation projects.

She suggested this could be a potential dedicated funding source for the sidewalk repair program, not the legislative restrictions to fund transportation-related infrastructure improvements.  

 The chair emphasized there should be comprehensive community engagement by involving advisory committees, neighborhood associations, disability rights groups, school districts and transit users.  

She saw Olympia's Bicycle and Pedestrian Advisory Committee (BPAC) as a potential lead for developing recommendations related to sidewalk repairs issues.  

The city staff will return to the committee in 2026 with a more developed set of policy options to consider.  The city will publish the full sidewalk inventory in a public web map in August.  

Editor's note: This story has been updated to reflect the correct job title for Max DeJarnatt.