Proposed Burke-Gilman Improved Connections
The University of Washington has released a proposal for a major upgrade to the section of the Burke-Gilman trail that runs through its campus, for which it is seeking federal funding through the TIGER program. Of all the parts of the current Burke-Gilman trail, this is possibly the most important, as it provides access to the UW — a massive source of demand — as well as the primary connection between downtown Seattle and northeast Seattle, and the suburbs to the northeast. It’s tremendously busy, and it shows its age in some ways, being basically the same trail today was it was when the Burke first opened in 1978, despite decades of growth in population and ridership.
By way of explanation, the university has released a one-pager and a slick conceptual design booklet that’s full of statistics, maps and beautiful renderings, along with quite a bit of jargon and flowery prose (“eddies of open space” being perhaps my favorite marriage of the two). The first third of the booklet is background; the meat of the design begins at PDF page 36. Tom over at Seattle Bike Blog has gone into detail on how the trail will look and work, with lots of visuals taken from that section, and I recommend reading his post. Briefly, there are three major components to the new design:
- The trail will be rebuilt with separate bike and pedestrian sections, separated by a ramped curb. At every place where the trail intersects a trail or overlook, a “mixing zone” will be created; this is an area where the demarcating curb will disappear, and pavement and striping pattern will signal to all users to expect crossing traffic. These two features should make the trail much less stressful for all users.
- Bike and pedestrian connections to the Burke will be rebuilt, reorganized, and made wheelchair-accessible where possible. Current connections to the Burke are mostly ad hoc, unmarked, of wildly varying quality, and, in many places, spaced very close together. The new design consolidates them down to a much smaller number, evenly-spaced and clearly-marked. These changes will improve matters both for cyclists passing by campus and accessing campus.
- At one of the road crossings — Brooklyn Ave — the crossing will be “tabled”; i.e. the road will be raised up to the level of the trail, which should calm traffic and improve safety.
Overall, the finished product looks to me like it would be a dramatic improvement over the status quo. Paving and wheelchair-accessibility work is always expensive, and these improvements don’t come cheap — the total price tag is $12 million — but it seems worth it. My only complaint is that this plan does not address the scary and substandard connection between the University Bridge and the Burke, although I suspect it is primarily an issue of jurisdiction and scope, and the city will be the agency responsible for improving that connection.
TIGER projects consider community support as part of their funding criteria. If you support this project, you should click here and fill out the form to endorse it. Unless some major objection to the design appears, STB will likely editorialize in favor of this project, so if you’re a regular rider of this segment, we’re interested in your opinions.
The I-5 bridge over the Skagit River in Mt Vernon has collapsed. Information is sketchy at this point, though multiple outlets are confirming vehicles in the water.
UPDATE 7:10 AM: Seattle Times has more details. Briefly: No deaths; the proximate cause at this point appears to be a strike from an oversize load; and the bridge will be closed for “weeks”. The bridge had an FHWA “sufficiency rating” of 57 out of 100; to put that in context, the Alaskan Way Viaduct has an SR of 9, and the old South Park Bridge had an SR of 6 when it was finally closed by the County. This Times article has a good discussion of FHWA bridge ratings in the area. — Bruce
East Link map, via Sound Transit
In yesterday’s open thread, commenter and long-time reader Mike Orr pointed out two surveys that Sound Transit is using to solicit input on East Link final design for the downtown Bellevue segment. One survey is a fairly straightforward multiple-choice form for station naming options, while the other wants slightly more comprehensive input on station access, specifically for pedestrians, bicycles, and transit. Responses and comments are due by the end of tomorrow so be sure not to dilly dally.
The station-naming form gives a few predetermined choices for the three “downtown” segment stations: East Main, Bellevue TC, and Hospital Station. Respondents also have the option of submitting names of their own, although I’d guess that option is probably abused more often than Sound Transit would like. While I don’t exactly get riled up about station names, I tend to lean toward those that incorporate cross-streets, which help give some reference to the grid.
When it comes to pedestrian and bike access, I’m not sure there’s much more that can be done aside from what’s already being considered in the Bellevue’s Downtown Transportation Plan update. Obviously, bike facilities are severely lacking downtown so there’s a lot of progress to be made on that front. The most feasible improvements for pedestrian access, on the other hand, are likely going to be mid-block crossings, through-block connections, more pedestrian-friendly signals, and other stuff that will help break up the grid a bit.
Transit-wise, however, the great shame with the NE 6th station is that it negates all the benefits of great bus-rail transfers that the old C11A surface design made possible. Also terrible is the fact that on-street bus stops along NE 6th Street are pretty much infeasible, thanks to the steep grade and the fact that station entrances will be on opposing sides of the block anyway. Although I’ve been rather partial to the idea of decentralizing Bellevue TC bus service in the past, the new station design makes planning bus-rail interface a few degrees more challenging.
By MIKE ORR
Shoreline started its Link station area planning with a public meeting on May 22nd at Shoreline City Hall. It was mostly an informational meeting, introducing the planners and the study areas. There was a wide variety of speakers, ranging from city staff to Sound Transit, the Puget Sound Regional Council, King County, a TOD consultant hired by the city, the activist group Futurewise, a seniors’ outreach group, and citizens’ groups. Roger Iwata from Sound Transit explained the rail line’s status along with Alicia McIntire, a Shoreline transportation planner. Shoreline land-use planners Miranda Redinger and Steve Szafran explained the station study areas and the process to reevaluate their zoning.
Photo by KurtClark
This is an open thread.
Image from Sound Transit
The Northgate Station: Design and Access open house will be held at Olympic View Elementary School, 504 NE 95th Street from 6pm to 8pm May the 23rd. The presentation will begin at 6:30pm.
Sound Transit staff will discuss:
- Refinements to station and plaza design.
- Preliminary results of Northgate Station Access Study (pedestrian and bike improvements).
- King County Metro’s transit center plans.
For more information, visit the Northgate Station page or contact the Northgate Link Extension project team at 206-398-5300 or email@example.com.
Thanks to Publicalendar for the heads up.
Last Tuesday’s hearing at Union Station, photo courtesy Washington Bus.
Anyone who attended last Tuesday’s public hearing witnessed hundreds rallying to save Metro from imminent, draconian cuts. It reminded me of a similar hearing two years ago, when a few swing votes on the King County Council were persuaded to approve the $20 Congestion Relief Charge, staving off the cuts that we again have to face. But despite a much more difficult path this time around, many of the efforts to save Metro again amount to mere theater, acts that could easily be falling on deaf ears.
Unlike the successful 2011 effort, King County’s Transportation, Economy, and Environment Committee and County Council are nothing more than the middlemen this time around. Neither body will be able to do squat. Like many other local jurisdictions in the Puget Sound area, they’ve openly lobbied for local transit funding options to no avail during the regular State legislative session.
But regardless of what’s happening in Olympia, a show of enormous local support from multiple sides might provide some semblance of comfort to the thousands who rely on Metro. It has certainly been sold that way– large pro-transit signs were prevalent at the hearing, as if county lawmakers were the ones who had the power to save Metro.
Image via SDOT
To highlight their Rainier Corridor work SDOT is conducting a Ride Route 7 promotion. They’ve put together a website, a facebook page, sent postcards to residents, and will be hosting outreach events in the Rainier Valley this summer:
Columbia City Farmers Market (3698 S Edmunds St)
Wednesday, May 22, 3 – 7pm
Wednesday, June 5, 3 – 7pm
Saar’s Marketplace (9000 Rainier Ave S.)
Saturday, June 15, 11 – 3pm
Saturday, June 22, 11 – 3pm
SDOT staff will be there with information and to answer questions. Those who come to one of the events and pledge to Ride Route 7 receive a $25 ORCA Card. The Columbia City Farmer’s Market is a great excuse to check out the Rainier Valley in its own right. If you have the money (it is not cheap, but worth it) check out the award winning La Medusa around the corner. Every Weds during Farmers Market Season they will have a special menu featuring the freshest produce of the day.
Just be sure to ride the 7 back to Downtown and check out the improvements along the way.
See past Link excuses here.
It just got four times easier to buy a new adult ORCA Card:
More than 120 retail stores, including local QFC, Safeway and Saar’s locations, just joined the 40 transit agency venues that sell ORCA cards…
There are currently 126 retail locations throughout King, Kitsap, Pierce and Snohomish counties that participate in the ORCA program. Most QFC and Safeway stores in the region participate, as well as Saar’s Market Place, the downtown Seattle Bartell’s, Kingston IGA, Vashon Thriftway and Roger’s MarketPlace in Mountlake Terrace.
Until now, riders could only load new fare value on an existing card at these locations. Now, they can also buy “adult” ORCA cards. Transit riders who pay reduced “senior/disabled” or “youth” fares must still go to customer service centers to get their ORCA cards since proof of eligibility is required.
Currently, all participating retail outlets are selling cards except the downtown Seattle Bartell’s at Third and Union, which is in the process of finalizing a purchase agreement. A complete list of stores that revalue cards or sell cards is available at orcacard.com.
The excuse that ORCA is hard to get is getting thinner. It’s time for Metro to remove incentives to pay cash (e.g. unequal transfer policies) and start creating incentives to use the sales infrastructure they’ve helped to create.
Bruce Gray at Sound Transit was kind enough to send us the newest station level data report for Link. These reports are a treasure trove of information, too much in fact for one post. Some things I found interesting:
- During the week the Rainier Valley (Beacon Hill Station to Rainier Beach Station) accounts for 28% of all boardings and alightings. During the weekend it is only 22%. This suggests a strong commuter focus and room for continued growth.
- Growth rates at Rainier Valley stations are higher than system average, except for Rainier Beach Station which is half of system average.
- International District/Chinatown Station has the least weekday to weekend fluctuation, Stadium Station the most.
- SeaTac Airport Station, Tukwila International Blvd Station, and Westlake dominate weekend ridership (52% of all boardings and alightings).
Combined with earlier reports we now have data from February 6th 2010 to February 15th 2013:
- Feb 6th, 2010 to Jun 11th, 2010
- Jun 12th, 2010 to Oct 1st, 2010
- Oct 2nd, 2010 to Feb 4th, 2011
- Feb 5th, 2011 to Jun 10th, 2011
- Jun 11th, 2011 to Sep 30th, 2011
- Oct 1st, 2011 to Feb 17th, 2012
- Feb 18th, 2012 to June 8th, 2012
- Jun 9th, 2012 to Sep 28th, 2012
- Sep 29th, 2012 to Feb 15th, 2013
Also, see Station Level Data posts from 2010 and last year, and other related charts and a data posts from Bruce and Andrew. I’ve also uploaded my spreadsheet (where I have a half dozen charts) if anyone wants to play around with the data.
An example of guidebook routing
Lots of interesting things have been announced at Google I/O this week, including a major update to Google Maps, a Google product that’s familiar to almost everyone, and used by many on a daily basis. Most of the news coverage has revolved around visual, social or privacy aspects of the Maps experience, but I want to talk about a major upgrade to the transit functionality of Maps.*
With the new version of Google Maps, when you ask for directions between two points, rather than getting an itinerary that minimizes travel time for a handful of particular departure or arrival times (as you do today), you’ll be offered an itinerary that gets you between those points, as frequently as possible, for as much of the day as possible.
To put it in transit nerd terms, Maps will evaluate all the possible ways to get between two points to figure out the effective all-day frequency and span of service (accounting for connections between services of different frequency), and show you itineraries which prioritize those qualities over a naive minimization of scheduled travel time. It will still be possible to look at departures or arrivals at specific times, but the general guidebook itineraries will be the first thing users see.
The screenshot at the top, taken from the public preview, shows an example of this. To travel on transit from the PacMed building to downtown Fremont, take bus 36 and then transfer to 26, 28 or 40 in Pioneer Square. This itinerary works at least every 15 minutes from 6AM to 11PM, every day; within those time periods, it’s a general solution to the problem of getting between those two points. An alternative route, using the 5, 16 or 26X to get off at 38th & Bridge Way and walk down the hill is also available.
In both cases, note that even though a single route determines the baseline daytime frequency for the connection, Maps notices that other routes also serve an identical pair of stops origin destination stops, so if one of them comes first, you should take it.
After the jump, another example. (more…)
In the years since OneBusAway took over the realtime arrival market, Busview, the old UW website that provides recent bus locations rather than expected arrival times, has been quietly doing its job, largely forgotten.
That may change thanks to Andrew Filer,* a local programmer who (among other things) runs a site that indexes trademarks . Filer has updated the Busview concept with a new website named busdrone. “The biggest problem [with busview] is that it’s a Java applet, and I think a large percentage of people just don’t have the ability to run applets anymore,” Filer explained. “Mapping has also just gotten a lot nicer and more flexible since Busview’s mapping code was written, and so I think Google Maps sets the bar fairly high for anything that uses custom maps.”
After what Filer estimated to be about 30 hours of work, busdrone launched last Sunday. “Eric [Butler] just suggested it one day, and it’s actually kind of a fun problem to begin with, because it was like, ‘how do I figure out this busview software,’ which was written in the late 90s, I think. I basically ended up decompiling Java and figuring fdall that stuff out and it was a good challenge, but then it was like, ‘ah, it’s kind of useful,’ so I’m still working on it!”
The color code is not yet clearly explained on the site. Most buses are blue; when there hasn’t been a position report for 10 minutes, it turns gray. The SLU streetcar is Black, Red, and Purple, corresponding to the actual colors of those streetcars. Link, of course, has no public real-time data.
At the moment, it’s hard to tell at a glance which direction the bus icon is moving. Filer has the heading information and should have the indicator running within a week or so. Another problem is that the icons don’t show up on some mobile browsers, including my Android phone. In the next “week or two,” Filer expects to tweak the site to work on more browsers. A beta version currently incorporates the OneBusAway feed, which includes Pierce and Intercity Transit, and that should also be stable in the next week or so.
Currently, when you click on an icon it shows all possible paths that bus route could take. Filer can use the OneBusAway data to instead display the path relevant to that trip. He is also toying with the idea of connecting it to webcam feeds so that you can physically see the bus on its way.
Filer says that Butler (an STB alum) is interested in making a mobile app, though he’s not sure when that might be ready.
Busdrone is to onebusaway as a system map is to Trip Planner. One gives you a single answer, digested to what you exactly need to know. Map-based displays let you see all the options at one time. The two approaches complement each other, so it’s good that busview is getting a modern update.
*Andrew also helped out a bit with the STB back end a few years ago.
This is an open thread.
Image by Aren Roberson
This week Franklin High School, across the street from Mount Baker Station, is holding its annual Arts Festival and Talent Show.
Festivities begin with an art opening at 5:30 pm, Thursday, May 16, at Mioposto, 3601 S. McClellan St, a one half mile walk from station. Walk north on Rainier until McClellan, then east. Mioposto is located in my all time favorite building in Seattle. A beautiful art deco building that serves as the anchor of that part of the neighborhood (but unfortunately could not be built today). The main attraction is the talent show Friday, May 17, starting at 7 p.m. in the school’s auditorium, 3013 S. Mount Baker Blvd. The arts festival will be from 11 a.m. to 3 p.m. Saturday, May 18, on the plaza in front of FHS.
The events, which are open to the public, bring together students, their families, teachers and staff and Mount Baker neighbors. The festival raises money to benefit Franklin’s art, drama and music programs and student clubs, while the talent show raises money for the senior class of 2015. Tickets to the talent show are $3 for FHS students and $5 for others. The art opening and the arts festival are free.
The festival will feature student performances, including the steel drum band, fashion club, jazz band, Quaker band and lion dancers, along with displays of visual art, ceramics and wood arts. Student clubs will sell heirloom tomato and vegetable plants, treats and handmade crafts. Also for sale are woodcrafts, such as cutting boards, created by students and notecards featuring student art. Vietnamese sandwiches, chips and soft drinks also will be for sale.
For more information, see the full press release, check out the event’s Facebook page, or email firstname.lastname@example.org. While my 10 week old son is the ultimate ‘decider’ when it comes to my schedule, we hope to check out the art opening Thursday.
See past Link excuses here.
As the video indicates, a broad coalition of interest groups, many of which broadly share STB’s ideals, are expressing support for the latest version of the Clibborn package, HB 1954. The conventional wisdom is that these bills will pass the House but run into trouble in the Senate.
For transit advocates, this bill is about saving transit agencies around the State. There are tax provisions tailored to each of the big Puget Sound county agencies. King County (Sec. 405) could levy a 1.5% Motor Vehicle Excise Tax (MVET), of which 60% would go to Metro and 40% for roads; this would answer Metro’s desire for a “stable” revenue source and basically make the agency’s budget whole. Pierce Transit (Sec. 406, 408), which can’t get voters to approve authorized taxes, could create an “enhanced public transportation zone” to serve precincts interested in supporting transit. Community Transit (Sec. 406), currently maxed out, could add another 0.3% to its sales tax rate. Finally, transportation benefit districts could approve a $40 vehicle license fee without a public vote, up from $20 (Sec. 404).
The summary suggests that over a 12-year period, out 0f $7.8 billion in state spending $100m will go to complete streets and $100m to passenger rail, in addition to $120m in direct state funding for transit. Transportation Choices Coalition Executive Director Rob Johnson tells me that has since increased to $400m, and that its formula suggests Metro would get just under half, which by itself would patch about a fifth of the budget hole.
On the other hand, the bulk of the bill is about raising the gas tax (from 37.5 cents now to 50.5 in 2015, Sec. 101). While gas tax is an excellent source of revenue for roads, the package is heavy on new highways rather than maintenance. 10% of the funding goes to cities and counties, 5% to ferry operations, 7.5% to the “Puget Sound capital construction account,” and the remaining 77.5% to the new “Connecting Washington” account (Sec. 103). That account draws from this list of environmentally destructive highway widening and new freeways, but can also be used for maintenance and upkeep. Some of the proceeds are set aside to complete SR 520. There are also new vehicle weight fees (Sec. 301).
In one of the basic asymmetries in Washington between the way the legislature treats its drivers and its transit riders, the bulk of transit funding is subject to a public vote, while the new highways are deemed too critical to risk at the ballot box. Personally, I’m no fan of direct democracy, but it would be nice if the sustainable transportation options had the same number of veto points as the anti-urban ones.
I imagine transit advocates will have different takes on this issue. For those that primarily care about making sure the transit-dependent have a way to get around, this deal meets their needs, but only if they’re optimistic that the transit measures would pass. For those whose advocacy is more about stopping the spiral of environmental destruction and avoiding land use patterns that are hard to serve with transit, the overall merits are far less clear.
Aurora Village Transit Center
Of the six RapidRide routes Metro has rolled out, or soon will roll out, only one will have more than one adult fare: RapidRide E, an improved version of today’s Route 358, which connects downtown Seattle and Shoreline via Aurora Avenue. Metro’s fare system has two zones, with Zone 1 the city of Seattle, and Zone 2 the rest of the county; adult riders pay a 50c surcharge on rush-hour trips that cross a fare boundary, while off-peak riders, seniors and youth each pay a flat rate. All E Line trips will cross the boundary at 145th St. I don’t know exactly how long the zone system has been around, but it’s at least 30 years, and like so many things of that era at Metro, seems to have been designed with a focus on the downtown Seattle 9-5 commute trip.
One of the few rapid transit-like features all RapidRide lines will ultimately have is partial off-board payment at the busiest stops: riders with ORCA will be able to tap on at the platform, while cash payers delay the bus, fumbling with change and dollar bills at the farebox just like they’ve always done. Zone fares present a problem in this system, as riders have no way* to declare to the ORCA platform reader how many zones they wish to pay for; of necessity, platform ORCA payers risk under- or over-payment. We at STB, along with many of our readers, have wondered how Metro is going to deal with this, and after more than two months of pleading and nagging, we finally have an official answer:
The E Line will have the same 1 and 2 zone boundaries as the 358. The off-board readers can only handle one fare set so we are setting them to the number of zones that the majority of the riders pay (which is also consistent to the default settings for the farebox and ORCA reader on the bus).
This means in the inbound/southbound direction, the off-board readers from Aurora Village Transit Center to North 160th Street (the last station before the zone boundary) will be set to two zones.
Riders who are only going one zone will have to pay on the bus and ask the driver to override the two-zone setting on the bus. All other off-board readers, inbound and outbound, will be set to one zone. Again, if the rider is going two zones from those locations, they will have to ask the driver to override the default setting.
More after the jump. (more…)
Photo Ned Ahrens, King County Metro.
A Martin mentioned last week, at 3:30 PM today King County Metro will host an open house on the extensive service cuts that could come if the legislature fails to provide a sustainable local revenue source for the agency; this will be followed by a public testimony to King County’s Transportation, Economy and Environment Committee from 4-8 PM. This may be your best chance in this legislative session to say your piece on how the cuts would affect you.
From the Metro Future Blog:
If sustainable transit funding does not become available through efforts by the Legislature, an estimated $75 million annual revenue shortfall could force Metro to reduce bus service beginning in fall 2014. Metro has identified 65 routes at risk for elimination and 86 routes at risk for service reductions.
The potential cuts would create a transit system with fewer travel options and longer travel times, with buses that are more crowded and less reliable. These effects could cascade through the system as bus routes are eliminated and riders compete for space on other already-crowded routes.
So far, Metro has been able to avoid these cuts through $798 million in reforms, reductions and additional revenue – such as the implementation of the congestion reduction charge, a temporary $20 charge on vehicle licenses for two years. The fee ends in 2014, and without new sources of revenue, Metro must reduce service.
Open house and public hearing Tuesday, May 14
Union Station, 401 S. Jackson St., Seattle
3:30 p.m. open house
4-8 p.m. public testimony
Can’t attend? Submit your testimony online.
Now that Sound Transit has cleared the hurdle of finalizing the entire East Link alignment, the next step is chugging through final design of the project. There will be an open house for the downtown Bellevue segment this Thursday, May 16th from 5 to 7pm at Bellevue City Hall, and another for South Bellevue on May 30th at the Bellevue Hilton. The Bel-Red open house was held in early April prior to adoption of the final alignment, since none of the cost savings options applied to the Bel-Red segment.
The final design process allows Sound Transit to advance specific design elements for the alignment– we’ll likely get glimpses of some architectural renderings as well as site plans of the stations. Station naming will also be finalized, in line with public input and other Board-endorsed guidelines.
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After a series of comments that challenged the STB consensus on various Sound Transit-related issues, I asked Sen. Murray to explain his positions in more detail.
In the email exchange reproduced below, Sen. Murray says he doesn’t support governance reform anymore, expresses his support for ST3, and explains why he thinks Seattle would do better without subarea equity:
1) Can you explain what exactly your vision for transit agency consolidation is? What agencies would merge? Are governing board members appointed, elected in districts, or elected at large? By what criteria would it allocate resources? Would it have responsibility for roads or zoning?
Unlike those who believe that transit planning is a zero sum game, where a benefit in one jurisdiction necessarily means a loss to others in the region, I believe that Seattle will benefit from better transit service via a cooperative relationship with our growing, increasingly dense inner-ring suburbs. Every day tens of thousands of people enter Seattle from the suburbs, and vice versa, travelling from homes to jobs and other destinations. Our goal must be to maximize the number of these trips that are made via transit rather than single-occupancy vehicle, while also supporting transit usage in Seattle between neighborhoods.
So, I have long believed that smart regional planning and cooperation, based on forward-looking transit and land use policy principles, is something worth encouraging. Until a few years ago I thought the best way to achieve that cooperation was through creating one consolidated transit agency that was dedicated to maximizing the efficient allocation of our transit dollars to move the most people in the Seattle metropolitan area. The other factor for me that heightened my interest in consolidation was that in the past there was poor coordination between transit agencies, particularly between Sound Transit and Metro, something that consolidation would obviously have been designed to address. Many successful cities around the country have vibrant bus and rail systems that support and complement each other to create near seamless experiences for the riders. Seattle has a robust bus system and a growing rail system that also must be coordinated to the maximum benefit of the user. Fortunately this issue is being addressed and the agencies now work together and coordinate much better than they did even a few years ago.
However, after watching the debates around governance reform evolve – what started as an idea championed by pro-transit progressives morphed into a stalking horse for some anti-transit elements – and after feeling some of the backlash (including from places like STB), I realized a few years ago that my approach was wrong. It is not that I have changed my opinion about the importance of regional cooperation, or my belief that a stronger alliance between Seattle and our inner-ring suburbs is the right way to build up our transit infrastructure most effectively; I have not. But I realized that these divisive and polarizing governance reform debates were not the way to get this done. I realized, rather, that regional cooperation must be an organic, incremental and evolutionary process, as Seattle and suburbs like Bellevue become more like one another in terms of urban culture and land use principles.
My goal today is to make our transportation system work better – all aspects of it – including public transit in Seattle. Agency consolidation may no longer be necessary, but the coordination and integration of our transit agencies remains important. My approach now is to focus our attention on continuing to improve coordination between the agencies – and building collaborative regional ties – to put together the next round of transit investment and to earn the public’s support for ST3.
2) Would you support Sound Transit 3 if it retained the current governance structure?