- WSDOT provides $32m in mitigation funds, allowing Metro to run some additional bus service in the corridor until construction is complete.
- The County provides $190m in capital, plus $15m annually, to add RapidRide and peak express bus service in the corridor; create a Burien-Delridge RapidRide line; “simplify” downtown trolley bus service, and make some transit-related street improvements, all funded by a new 1% MVET. Despite of signing a letter that vowed to “support efforts” for this revenue source, Governor Gregoire jettisons it at the first sign of trouble (three weeks later) and later goes out of her way to veto a much smaller vehicle license fee.
- An unfunded commitment to examine the First Avenue Streetcar in the context of the Transit Master Plan.
The who-pays-for-what isn’t as well fleshed out in any document I can find*, but the spending components are:
- $30m in construction mitigation.
- $476m (plus $55m annually) for:
Transit improvements include more all-day service than the elevated hybrid scenario. This would include increased service on Metro’s RapidRide routes for Ballard/Uptown, Aurora Avenue and West Seattle and new RapidRide routes on Delridge Way and Lake City Way. The waterfront streetcar would be replaced with a new First Avenue line between King Street and Seattle Center. Park and rides would be expanded in Burien, White Center and Shoreline. The Rapid Trolleybus Network would be expanded with new connections such as Madison Park to Colman Dock, Queen Anne to Capitol Hill, and Beacon Hill to Capitol Hill. Moderate investment would be made in other express and local routes in Seattle.
Make of this what you will, but those are the facts.
* It is, interestingly, much easier to find info about unpopular alternatives like the Elliott Bay Bridge or retrofit than live ones like surface/transit or the rebuild. See this for one take from the 2009 Nickels campaign, a take which probably isn’t constitutional.