Waiting For First Hill Streetcar in Seattle Dawn

This is an open thread.

85 Replies to “News Roundup: Straight outta 2000”

  1. No link to local news articles/reports on the “backlash” of increased car tab expenses after ST3 passes? Or is it coming in a separate post?

    2. The posts on the two Seattle-themed subreddits have been…interesting. All of the posters seem shocked when they get the bill and bemoan the “lack of transparency.” When the source of the tax is pointed out to them by the forum denizens, along with the myriad of articles and public info about ST3 and what a yes vote meant, they get strangely quiet…

    3. Many of the complaints I’ve read aren’t so much about the increase itself but the new calculation that starts at MSRP and applies a deprecation rather than using something like Blue Book values.

    4. Low-income people are rightly concerned about an $80 or $120 car tax, but this was all known and expected before the vote. My elderly/disabled relative said they’d vote for ST3 but they expected me to pay their car-tab increase if they can’t afford it. Which I will do because it’s a small price to pay to help out somebody who needs to drive and has little money and to also get the larger transit network that will help me and the region overall.

      1. I think it’s sticker shock to most people, even those that voted for it. I feel for those on fixed incomes and this could be a huge issue. Not only transportation-wise, but they must contend with rising property/home taxes and are crippling also.

        I’m 110% for long distance light rail and want more short distance trams / street cars, but I’m of the camp of believing we should definitely be getting more for all the money going to be put into the system.

        It’s nice your relative has someone like you who will pay for them. Unfortunately, not everyone is that lucky.

      2. My property tax increased worked out to be $79 on a $3,000 bill. There’s a special line item for “Sound Transit” that wasn’t there last year. Since I don’t own a car, I don’t pay car tabs. Yes, nobody likes paying taxes, but the amount isn’t that great, and things don’t get built without money to pay for it.

  2. Re: New Year’s service, just another completely bogus non-response from ST. They must think we’re all pretty dumb given the bs excuses they give out all the time.

    1. Agreed..

      ST needs to separate out cleaning vs. maintenance, or more precisely blocking cleaning/maintenance and non-blocking cleaning/maintenance.

      You can do heavy duty cleaning while stations are open. NYC does it all the time. Its an interesting sight to see a cleaning train with open bin cars come through for the cleaning guys to toss all the trash in.

  3. “Olympia will clear up the Sound Transit boundary property tax issue” should have a dollar sign ($), since it’s on a site that limits free article views (though not The Seattle Times).

    Does the PT Point Defiance trolley replace the annual Gig Harbor trolley, or does it augment it? PT has said after the first year of the Gig Harbor trolley that it wants to operate it seasonally every year, so it would be surprising if they ended it. Though riders of route 100 who don’t like their journeys split might be happier.

    The nice thing about PT Defiance is that it actually provides new service along a new alignment, unlike Gig Harbor.

  4. The Point Defiance bus is great news. The existing #11 bus takes a very indirect route, and only runs once an hour. Furthermore, it’s timed so that the connection with the 594 involves a 25+ minute wait, in both directions (occasionally, a 594 will arrive in Tacoma early, allowing for a quick connection, but if you try for it and miss it, you have to wait a whole hour). Besides being more direct, the new bus is planned to run every 30 minutes, which should help significantly.

    1. Looking forward to this new service to Pt Defiance. I have also done the 594/11 annoying transfer when I visit the zoo with my grandchildren. The last few times, however, we have gone via Vashon and just walked up the hill to the zoo – takes a bit longer but is certainly more scenic and enjoyable.

    2. The last time I did it, the 594 was early and I missed it, so I ended up on the next 594 30 minutes later, and ended up taking an Uber from downtown Tacoma to avoid a 30 minute wait for the #11. Ironically, because the 594 was early, I probably could have made the #11 had I been on it. On the way back, I took the Vashon route. Way more scenic, and surprisingly, not all that much longer.

      1. Back in 2009 I went to Point Defiance that way. That was one of the last runs of the WSF passenger only ferry. It took about as long as the 11+ I-5 bus route all the way back, but the Vashon bus route were pretty well timed with the single southbound morning ferry.

    3. A couple of weeks ago, I walked around the Point Ruston complex, and scoped out possible streetcar right of way up to Point Defiance. Also drove along the BN right of way between Point Ruston and Old Town.

      There’s plenty of room on the shoreline side of the BN tracks. And a sloping fenced off road uphill from Yacht Club Road toward the Point Defiance to Vashon ferry landing. Could be possible to run streetcar track along Dock Street and BN right of way from the streetcar terminal at Tacoma Dome Station to Old Town.

      It’s good finally to have any transit service to Point Defiance. Buses disguised as old fashioned trolleycars are fun for the kids. Might even keep them from going “Are we THERE yet?” when stuck in traffic for half an hour. Might work same for hundreds of general purpose lane bus routes all over the world.

      But also good to know that there ‘s a chance that Tacoma LINK possibly can make the trip, mostly traffic-free. Revival of the Wright Park-MLK neighborhood, where next streetcar line is planned to run indicates that Tacoma is just getting started on its future.

      Mark Dublin

      1. The ground-level right-of-way used to be rail access to the ASARCO plant and the piers on the waterfront, as the main line started climbing to the tunnels.

        Till then, a Seattle to PT 11 connection could be better made with Link to 574, with a ten minute wait for the 500 at Tacoma Dome. The 500 turns into the 11.

    4. I’m looking forward to the half-hourly service as well. That said, if you have an hour wait for the 11, I highly recommend walking a bit further up the hill and getting some food/coffee at the Antique Sandwich Company.

  5. Auburn & ST are missing the point. With an increase of 40% in capacity on Sounder, no increase in parking will meet demand, especially as housing costs in Seattle skyrocket forcing more and more people to commute from places like Auburn in to Seattle. Since the business community refuses to step up and provide job opportunities in locations where housing is affordable (Federal Way, Auburn, Lake Stevens), this trend will just continue. Given the circumstances, we need good, fast, reliable bus service from every neighborhood in and near Auburn to bring people to the station to meet these trains. The circuitous routes that weave through neighborhoods on 30 or 40 minute headways with no effort to time schedules to match Sounder will no longer cut it. We need routes that connect the densest neighborhoods directly to Auburn Station with few stops in between to maximize the number of people who can take the train. The new garage is a complete waste of money.

    1. Same for Montlake.

      Though I think Montlake’s concerns about branding are spot on. I think the council is right that both the station design and the little icon on the Link map will go along way in defining Montlake in many people’s minds. Hopefully the process with ST is collaborative before things are finalized.

    2. I don’t think Auburn and ST are missing anything. They know Metro has no intention of providing adequate service in Auburn, and never will. What other choice do they have? Some additional station access is better than nothing.

    3. They why doesn’t Auburn make a transit master plan and step up to supplement more local buses and feeders? It’s not like the entire county is going to pour disproportionate resources into Auburn, or that the county is in a mood to pass countywide Prop 1-type measures (since they failed the last couple times). Auburn could also look at its south King County neighbors like Des Moines, where the heaviest No votes to King County Prop 1 came from. The countywide voters are pretty much telling cities to fund their own damn bus enhancements if they want them.

      1. Disproportionate? Proportionate would be a step up. The city of Auburn already is subsidizing it’s one (PT) route that feeds the Sounder. Metro funds zero. The rest of Metro service in Auburn tells a similar story.

  7. GREAT NEWS FROM THE STATE SENATE…

    Some State Senate Democrats now support electing YOUR Sound Transit Board!

    We’ve got a SSB 5001 that is gonna rock and is now before the Senate Rules Committee: http://app.leg.wa.gov/billsummary?BillNumber=5001&Year=2017

    The substitute bill reduces the number of directly elected Board members from 19 to 11 and directs the districting commission to not allow more than five electoral districts solely in one county so that King County can’t run the table.

    The thought, the mere DREAM of transit advocates on the Sound Transit board fighting like heaven to speed up projects, extend service hours and return money to the taxpayer… LET’S DO THIS!

    AND THEN, AND THEN LET’S MAKE THE SKAGIT TRANSIT BOARD ELECTED SO I CAN RETIRE A TRANSIT BOARDMEMBER!!!

    YES! YES! YES!

    MORE DEMOCRACY! MORE ACCOUNTABILITY! MORE ACTION!

    1. Thanks. Wrote to my Senators and told them I expect them to oppose it. Elected transit boards are a bad idea for reasons already well covered. But baking in tyranny of the minority? Yeah, no way. Why should King County residents be short changed? All that does is codify that Sound Transit is a suburban transit system.

      1. Well Snohomish County has needs too… and quite frankly Pierce County has a few points about tyranny of the majority…

        The only way we will get high capacity transit is by catering to the suburbs… and I’m stranded in the exhurbs wanting to live in Mukilteo.

      2. Snohomish and Pierce county have needs, which is why we aim to give them a say proportionate to their population. We shouldn’t give one group of people more power than another, urban or suburban.

        I’d argue that compromise is how we get high capacity transit.

    2. Wait a minute… No more than five districts can be in King County? What if King County has more than 5/11 of the district population? Are we violating democracy? Or are we just mandating that the excess districts be gerrymandered to include at least one house in Pierce or Snohomish?

      I’m detecting an anti-urban bias here…

      1. Only 5 districts can be _solely_ in a single county. The bill requires equal population districts.

      2. The malevolent gerrymandering intention behind that only-5-districts part is easily defeated by having a few districts that each take in one precinct in Pierce or Snohomish County.

        The bad part is having the governor appoint the redistricting commission, and then having one person from each subarea. The redistricting commission doesn’t represent, and is unaccountable, to the district’s residents.

        The bill became even worse by disallowing anyone to serve in another elected office while serving on that board.

        The starvation stipend remains.

      3. Brent, I agree the bill needs further fixes. Being on the ST Board should be a full-time job. But I like the idea of making sure one county can’t just take over the Sound Transit Board.

        I mean let’s remember something else here – the most anti-transit folks in the ST District are EAST of Sound Transit HQ. Sorry, EAST.

      4. Well, I oppose this bill on general principles, so dissecting minutiae seems a little pointless. But…

        When exactly is it specifying elections to be held? It seems to be saying that the initial elections would take place in 2018, that people elected then would serve the rest of 2018 and then either 2 or 4 more years (approximately 1/2 of each, chosen by lot), (i.e. more or less starting in an odd numbered year) and that successors would serve 4 year terms and be chosen by election in odd numbered years with terms commencing the following January 1 (i.e. in an even numbered year). That seems self contradictory to me. How many members are there in 2020? 2021? Am I misreading it?

        There’s also a provision requiring that the number of districts split across counties or subareas be minimized; and that districts be contiguous, compact, and convenient. I’m uncomfortable with the 5 member limit just because it seems random, and my experience is that curlicues like this almost always an attempt to hide something. I don’t think it would do anything terrible with population distributions as they are — 5 districts solely in King, 2 full districts in each of Pierce and Snohomish, a 75-25 district on the King Snohomish border, and a 50-50 (slight King majority) district on the King-Pierce border. Overall, not much different than what you’d get without the 5 member limit. But continued growth in King could push it into awkward territory.

        And it still needs a 2/3 vote to actually do anything.

        1. I’m happy to see the 2/3rd vote requirement. It’ll keep Seattle from stopping spine destiny/ST3.

          I might change my mind when I see a map of these districts though. I’ve just brought up the Eastside… those guys aren’t North by Northwesteners.

    3. Is there a way to make just Skagit Transit an elected board? Is it within Skagitonians’ local power to do so, or does it need authorization from the state? If a community strongly petitions for an elected board, you’d think the state would allow it. That’s different from this bill which requires elected boards rather than just allowing them.

      You could also move to the ST district and then you could run for the ST board. Didn’t you say something earlier about moving to Redmond? I guest that must’ve fallen through.

      1. Not without help from the legislature. As I recall Skagit transit is a PTBA. The legislation authorizing PTBAs says that their governing body is a board “consist[ing] of elected officials selected by and serving at the pleasure of the governing bodies of component cities within the area and the county legislative authority of each county within the area”.

    5. So many problems with this bill. Thankfully the bill will struggle to get through the House and across the governor’s desk.

      2. I don’t think anybody on this forum could do as much good for transit by serving on the board (and lets face it, we’re probably not electable anyway) as a pro-transit elected official.

        The reason is, it isn’t hard to understand what makes good transit, but it’s excruciatingly hard to implement it. SDOT, WSDOT, Metro, Community Transit, the mayor’s office, council people’s offices – every one of them can foster or stymie good transit. In our current system, those very people are on the board, making communication and coordination about as effective as it’s going to be. The result is we’re building better rail with more grade separation and frequency than the vast majority of cities in the country are currently building.

        I’ve got a thousand problems with this bill, starting with direct democracy’s tendency to lead to ice cream to dinner and no brushed teeth. But the notion that it would all be great if we just had some transit planners making the decisions is deeply misguided; it would all not pass at the ballots if we just had some transit planners making the decisions. The power lies not in the people but in the systems and the incentives and constraints they give to the people working within them. Switching to direct democracy would eliminate the incentive to cooperate with local governments and agencies, while increasing the need to pander rather than chose based on efficiency and positive outcomes.

        1. EHS, uh ” we’re probably not electable anyway”?

          Come on… we just got ST3 passed.

          Have a little faith.

          I do in some of us to be elected to be good stewards of transit. I think we’ve learned too from the ST3 process the equal dangers of letting the technocrats and the moneyed interests run without some transit advocates on transit boards.

      3. >> it isn’t hard to understand what makes good transit, but it’s excruciatingly hard to implement it.

        Nonsense. If understanding what makes good transit is so obvious, why did the board completely fail in that regard? It is pretty simple — buses and commuter rail for the suburban areas, and subways for the urban areas. Yet they proposed nothing of the sort. Miles of miles of rail to the most suburban areas in the region — including one of the most suburban parts of Seattle — while ignoring rail in the urban core. Meanwhile, huge swaths of suburbia — every bit as deserving as the few bits that will eventually be served by Link — get next to nothing in added bus service.

        As far as implementation goes, ST hasn’t exactly done a great job. Station after station is either missing (First Hill) or awful (Mount Baker). It has been several years since the UW (Husky Stadium) station has been planned, yet they still have no idea how the buses are supposed to interact with it. Despite the obvious — the 520 buses will pass very close — nothing has been done. The fact that the head of the county (a very powerful man) is thus the head of both the bus system and the rail system means nothing, apparently. They can’t seem to talk to each other, nor can anyone seem to talk to the folks at the university, despite the fact that the school is owned by the state.

        As far as passing at the ballot box, just about anything they proposed would have passed. Just look at the numbers. There is simply no correlation between the areas that are supposed to benefit and the vote. Fremont, for example, ended up with a very high “Yes” vote, while areas like Fife did not. The vote was almost entirely on left/right, urban/suburban lines. Those who liked transit voted for it, those who opposed it did not. I would be willing to bet that only a handful of supporters had any idea exactly how this would benefit the region. I bet very few know how much faster or more frequent transit will be to the various places, or even where those places are (Tacoma, sure, but where in Tacoma?) It didn’t matter what they proposed — which is why a board that actually knows what it is doing would be helpful.

      1. What’s broken is we’re not on the Board. It’s about getting us a real voice instead of just talking to talk. Sometimes I just feel like I’m tilting at windmills in public comment periods.

      2. Advocacy groups like Seattle Subway did a great job at influencing ST through the ST3 process and beyond by getting lots of people to contact the Board. It really works. No elected board necessary. Our voices are not less real just because we don’t happen to sit on a governing body.

        1. Sorry to hear that Jack, even though I have yet to roll out my platform for Skagit Transit Director… I think you’d like my vision.

          Hint: It’s electric, positive with sustainable growth, and about more than just more service but also about really taking Skagit Transit to that next level.

    7. Joe, can you give us any concrete examples of actual performance comparisons between elected and appointed transit boards? I wonder if voters’ general attitude toward the transit they govern doesn’t make more difference than method of choice.

      Mark

      2. If you want to judge based on electoral outcomes, here are some data points. BART passed two ballot measures in 2004 and 2016. LA Metro, whose board is much like ST’s also passed two successful measures in 2008 and 2016. And it almost passed another ballot measure in 2012; it fell 1.5% short. All those measures required 2/3 approval to pass.

    8. I would not trust some areas of Snohomish County to elect competent board members. And Pierce would be even worse, given how much excess area is included in the ST district down there.

      2. We really need differential taxation across the agency. Put exurban Pierce (and Thurston!) in their own subareas where they’re only paying for Sounder and ST Express; then the other subareas can pay for Link.

      4. Agreed William. Of course an alternative would be to simply pay for a lot of bus service in the suburban areas. Bump Swift up to six minutes, as well as get better nighttime service. Ending at 11:00 really isn’t great if you work at a restaurant, nursing home or convenience store. Build Swift 2, 3, 4 and 5. While you are it, just fix the areas surrounding each park and ride. Ash Way, for example, could use a bus connection from the north (relatively cheap) as well as HOV lanes connecting I-5 with I-405 (expensive). I’m sure there are dozens of projects that could use similar treatment. That is really the key for the suburbs — spreading out the service because the areas are so spread out.

        I personally think that your solution makes the most sense though, assuming that Sound Transit continues to propose big projects. At this point, you will have a tough time selling anything to the suburban areas. It makes more sense, really, for ST to focus on maintenance and their original goal, which is cross border projects. So that means additional bus service perhaps, or simply focusing on what currently works but needs some improvement. Meanwhile, let Seattle vote for its own projects, with its own board.

  10. If there were a school levy or other tax measure on the ballot and it passes, would Rossi also support opt-out votes for cities that didn’t want to pay it? Or what makes Sound Transit different?

    1. He is only in the senate right now because he was appointed. He needs to start showing true GOP colors if he has any hope to actually get elected when it comes time.

      1. Joe, you’re onto something massive in local political power. Governor Mike Lowry once told a group of high school student government reps that if the whole high school enrolllment worked for him, he could take any election in the State.

        But this goes one farther. From seventh grade on, have students organize, and stage demonstrations demanding classes in actually running Government. However terror-stricken the State legislature, considering present generation’s performance under the Dome, they won’t dare oppose this one.

        And finish every student political event with a warning that year you graduate you’ll be of age and training to take the whole building away from them, earthquake cracked Greek columns and all.

        And let the School Board know you’re keeping scores you intend to settle. With compound interest. THEN they’ll be sorry, Joe. Matter of fact, bet they’re already packed. And learning Tierra del Fuego first nations’ language.

        But be sure you Google “Tacks on Chairs.” Old tribal traditions die hard.

        Mark

  11. I am so looking forward to voting Herbold out of a job in 2019. Hopefully Sawant’s district will come to their socialist senses and toss her out, too.

  13. In 2009 oran posted a nice story about his transit journey to Vancouver. I did the same journey today. A few things have changed since then. Sound transit now runs a consolidated route 512 which means my 558 pm departure is no good to get me out of Everett by 650 (it was not possible for me to get an earlier bus). Also the bus from cordata to blaine didn’t depart until 1122 which means even with that hour wait in Everett instill had an hour wait at cordata station. The walk from Blaine to the border was pretty confusing at first as you initially go through the side of the peace arch park.

    When you approach the canadian checkpoint (remember if you enter the peace arch part of the park you must clear customs on either side of the border) you’ll be sharing the primary inspection booth with the left lane of traffic. Do not enter until directed to by the officer as they may be processing another walk off or a vehicle.

    The staff was friendly at the border. On my asked me a couple questions. Didn’t look at my phone but I had it all ready in case. He was curious as to why I didn’t take the bus like I did last time. I just wanted to see the peace arch and buses don’t go there.

    Anyways I’ll be boarding amtrak Sunday morning to get back home.

    102 from Fairwood to Seattle. Sound transit 5q3 to Everett. 90 from Everett to mount Vernon. 80 to Bellingham. Any number of buses to cordata. The 55 from cordata to blaine. Then a bit of a walk to the checkpoint and again to your next bus. A 375 and 351 to Bridgeport although other pairs may work the same and then canada line the rest of the way.

    1. I’ve done it before, and you don’t have to leave quite so early. You can take a later 90X leaving Everett at 7:50, arriving in Bellingham in plenty of time to catch the same #55. The cost is amazingly cheap – about $8 all the way (with an Orca pass to cover the ride on the 512).

      Some helpful tips:

      1) Canadian customs officials are not used to people walking across the border, so expect to be grilled much more thoroughly than you would if you arrived by any other mode. Know exactly where you are going to stay and how you are going to get there, and have a return ticket pre-booked on a standard transportation service, such as Bolt Bus or Amtrak Cascades. Bring confirmations of your hotel and your ride back. Do not forget your passport.

      2) After crossing the border, you can avoid walking along the highway by immediately turning left onto a dead-end street. It’s actually only a dead-end for cars; for pedestrians, it goes through to White Rock.

      3) Pack light. Remember, whatever you take, you are going to be carrying on your back for a minimum of 3 miles. Vancouver is a big city, and if you need something you don’t have, you can always buy it there.

      4) If your up for it, I recommend walking an additional 2-3 miles through White Rock directly to the Bridgeport express. It’s a scenic walk and saves a bus connection. You will have to climb some hills, but it’s no worse than walking up Capitol Hill in Seattle.

      5) To simplify fare payment on the White Rock->Bridgeport bus, I recommend ordering a Compass Card in advance and having it shipped to your Seattle address (a Compass Card is the Vancouver equivalent of Orca). This avoids the hassles of obtaining Canadian currency in the right denominations to be accepted as bus fare. You can reuse the card on SkyTrain and local buses, for all your transportation needs, after you arrive. And, when you’re done, you can keep the card and reuse it if you ever visit Vancouver again.

      1. Sadly compass cards are only sent to Canadian addresses :( you’ll need to either walk an additional 1-2 km to get there.

        It is also safe and ok to walk along the right side of the highway. After passing the visitors shop there’s a protected area by a jersey barrier that only has access to a couple of residences and ped access to the on ramp. This puts you close to exchange (interchange) and you’re off like that. The bus stop is on the other side and if you’re unlucky like me you’ll have to wait half an hour after you watch the bus pass on by.

      2. It *is* possible to get Canadian change in White Rock, it’s just a bit of a hassle. Up the hill, near the bus stop, there are some banks with ATM’s. The ATM’s only dispense 20’s, but if it’s business hours (which it has to be, or else the #55 bus wouldn’t have been running to get you this far), you can wait in line for the teller and get your $20 bills changed to smaller denominations. It can be done, it’s just a hassle.

        I believe it is also possible to exchange U.S. currency for Canadian currency at a bank in the U.S., although the fees are probably much higher than if you do it in Canada.

        In any case, the beaches of White Rock is much better scenery than the side of the highway, jersey barriers or not.

  14. Why cannot the State declare. Quarter mile of the new HOV lane just west of the “point” of the Island Crest to Mainlanes ramp “general purpose” like it used to do with the shoulder lanes on SR 520 and pay the Feds the roughly 1/24 of the Federal contribution that would represent?

    I can’t imagine a Trump DOT objecting to allowing such a “retreat” by the forces of Socialism here in The Peoples’ Soviet of Washington.

    /snark

      1. Of course it does, and that’s why the Federal Highway Administrator’s letter means anything. Sorry to be rude, but you really should know this.

      1. I doubt it. Highway funding is sacred in ways that most other services aren’t. Transit funding on the federal level may be zero’d out, but not highway funding.

        Of course, considering the sprawl that highway funding induces, maybe cutting some of it wouldn’t be such a bad thing…

      2. That sort of thing has already been declared unconstitutional by the courts, when the GOP (primarily in Texas) sued re certain funds being withheld from the state over not fully implementing the ACA. The Feds cannot withhold funding from things that have nothing to do with the issue at debate.

        Not that I would assume this administration wouldn’t try something unconstitutional (again); it’s just that there’s a very recent decision on this very issue.

    3. Richard, maybe we can take a transit related cue I’ve read about from British police. Liverpool, I think. Since soccer fans often bring crossbows to matches, and watch time clock for game to be over to attack other fans, the police “stage” boardings.

      Alternating Manchester United fans and the other one, one team per train. Maybe Mercer Island could do that with platoons of buses and traffic-jams full of cars?

      Mark

    4. I actually think designating 1/4 mile of the HOV lane as general-purpose, to allow vehicles from Mercer Island to merge over from the Island Crest Way ramp is a reasonable compromise. But, as stated earlier, federal law does not allow it. So, it’s a non-issue.

      1. Why does Federal Law “not allow it”? General purpose traffic passes through interrupted right hand HOV lanes all over the country. Sure, they’re not nearly as common as left hand ones, but they do exist.

        Now obviously, since WADOT hasn’t offered this solution they must not think it will fly, but they ought to try, if only long enough to build a right-side ramp from Island Crest Way Or even better, excavate the fly-under to become the right-side ramp itself.

        I realize that tunneling the fly-under to the other side of the westbound lanes would be expensive and tricky. But they are competent engineers; they could do it if the State would share some of the largess from the 2015 Transportation Bill.

      2. Of course that’s the the best and most reasonable solution, but it’s a government regulation thing, a catch-22 — same reason why broken escalators can’t just become stairs.

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