Seattle-Vancouver High Speed Rail Part 3: Bellingham to Vancouver

Racing Amtrak Cascades

[Readers have been asking about our 4-part series on Seattle-Vancouver high speed rail.  With Zach moving on to new adventures, we’ve asked Alon Levy of the excellent blog Pedestrian Observations to finish out the series.  Enjoy part 3 below. – Ed.]

Seattle Transit Blog has looked at special challenges involved in high-speed rail in the Pacific Northwest, between Seattle and Vancouver. I briefly explained the problem a few years ago, and earlier this year, Zach Shaner here began a series examining the Seattle-Vancouver corridor segment by segment. Part 1 dealt with the Seattle-Everett slog, and part 2 with Everett-Bellingham, an easier but already less slow segment. In this post, I will look at Bellingham-Vancouver.

The Bellingham-Vancouver segment has four important decisions:

  1. How to go around Bellingham?
  2. How to get between Bellingham and the built-up area of Vancouver, roughly around Surrey?
  3. How to complete the last 20-25 miles into Vancouver?
  4. Where should the Vancouver terminal be?

Decision #4 is the subject of part 4. In this post I’d like to examine the first three decisions.

Bellingham

Continue reading “Seattle-Vancouver High Speed Rail Part 3: Bellingham to Vancouver”

Ending “Vote Splitting”

Correction and Update: Some have pointed out that instant runoff voting doesn’t mathematically eliminate the possibility of “vote splitting”. They are correct. While it provides a way around the problem, it doesn’t guarantee everyone will fill out all the rankings. I stand by my claim that, in general, it is a solution to the forced vote splitting inherent in single-choice elections.

Some in the comments thread have claimed that approval voting eliminates vote splitting. I have offered trivial examples to show it does not, and contacted the Center for Election Science, a group that advocates the use of approval voting, whether that claim is true.

Here is the response from Aaron Hamlin, CES’ director:

This is more of a game theory issue. Approval voting allows voters to simultaneously hedge their bets while also supporting their favorite candidates. IRV fails to do this because IRV can divide first-choice votes and eliminate good candidates prematurely. IRV is, however, more resistant to this effect than plurality voting because of the way it can deal with candidates who are genuinely weak.

See here for an example: http://www.electology.org/center-squeeze-effect

We can also tell this from polling data (blog links to polling data) that compares voting methods.

CES agrees generally that both ranked-choice voting systems and approval voting systems are better than single-choice voting systems.

In short, approval voting does not mathematically eliminate vote splitting. I stand by my claim that Rob Richie of the Center for Voting and Democracy (which advocates instant runoff voting) was libeled in the comment thread below.

/End Correction and Update

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The open mayoral election has exposed how inadequate our first-past-the-post voting system is for a modern city.

We have three urbanists running for mayor (Jessyn Farrell, Cary Moon, and Mike McGinn), seemingly splitting the urbanist vote and cancelling each other out. We have two strong lefty candidates, who are threatening to knock each other out in favor of the most popular urbanist, whoever that ends up being. We have fifteen other candidates, most of them more fiscally conservative than the anointed six front-runners, essentially cancelling each other out.

The conventional wisdom is that Jenny Durkan will survive the primary election, not just because of her financial advantage, but also because she represents a constituency that has managed not to split its votes among multiple candidates, at least in this election.

It would be enormously depressing to end up with a more strongly-whipped party mechanism, in which urbanists would agree to align behind a single candidate, while the anti-development coalition does likewise. I happen to like the chaos of several candidates, and the ritual of playing them off against each other to get changes made in how government works. I wish elections like these would happen more often.

Many of you are already familiar with ranked choice voting, in which each voter gets to rank all the candidates, as many or as few as she or he cares to. It is also known as instant runoff voting, as the ballots are used to simulate a series of run-off elections as the last-place candidates are eliminated one by one until someone has a majority of votes among all the ballots that didn’t run out of expressed preferences.

Among the commonly-mentioned benefits of ranked-choice voting are: Continue reading “Ending “Vote Splitting””

Sound Transit to Buy I-405 BRT Land Early

Snowy I-405 in downtown Bellevue

The Sound Transit Board approved $45m for the early acquisition of two properties for the future I-405 Bus Rapid Transit Project during Thursday’s meeting.

Although the project development phase for the BRT project has not yet begun, ST wanted the board to approve the acquisition of the land today while both properties are currently on the market and therefore at risk of being developed.

One property, at the corner of Rainier Avenue S and S Grady Way in Renton, is the potential site of a new transit center and parking garage. The other parcel, a potential bus operation and maintenance facility, is located at 21516 23rd Drive SE in the Canyon Park area of Bothell.

The future I-405 BRT project system will connect riders between the Lynnwood Transit Center and the Burien Transit Center via I-5, I-405 and SR 518.

These two sites were the representative sites ST used during the I-405 BRT development stage for the ST3 package. The purchasing of these properties allows the agency to keep these sites as options while the project goes through an environmental review process, the agency said.

Sound Transit acknowledged there was a risk in acquiring the property before the board selects the final sites for the BRT facilities and prior to the completion of a preliminary engineering and environmental review, which could deem one or both of the parcels unsuitable for the project. The agency says alternative sites for the BRT facilities will still be considered as the project moves forward.

There was little discussion as the board approved the $45m purchase.

Continue reading “Sound Transit to Buy I-405 BRT Land Early”

News Roundup: High Performance Transit

This is an open thread.

Metro Survey for SODO Commuters

King County Metro has a survey up, aimed at people who work in the SODO area, which the agency defines as between Royal Brougham Way and Lucille Street. This is part of Metro’s Community Connection program, “in which Metro works with local governments and community partners to develop innovative and cost-efficient transportation solutions in areas of King County that don’t have the infrastructure, density, or land use to support regular, fixed-route bus service.”

I have several questions in to Metro about how these alternative services might be applied to SODO, and whether any changes to SODO’s fixed-route service could be possible. While I’m waiting for answers, I wanted to get this survey link out, as the deadline is tomorrow, the 27th, so if you’re a SODO commuter, go fill it out.

Seattle Needs Plan B for Federal Funding

RapidRide E on 3rd Avenue Credit: SounderBruce

The same day the Seattle City Council approved a design for the Roosevelt RapidRide and endorsed plans to seek federal and state funding for the project, councilmembers were given a dismal prediction on the future of federal transportation funding.

“It’s not a great picture,” said Leslie Pollner, a federal lobbyist for the city. She told councilmembers to expect significant cuts by the federal government in domestic spending, including public safety and transportation.  

The Roosevelt RapidRide project is expected to cost $70 million, with the goal of getting half of that funding from federal and state sources, said Councilmember Rob Johnson before the council voted to approve the preferred alternative Monday.

“If we are unsuccessful in securing in that the department will bring back to us a revised proposal,” Johnson added.

The vote committed the city to fully funding the development phase of the project at a cost of $4.3 million.

The Roosevelt RapidRide, estimated to decrease travel times by 20 percent, runs between downtown and the Roosevelt neighborhood via Eastlake and the University District. The project is one of seven RapidRide projects planned in the city in a partnership between the City and King County Metro. A previous STB post by Calvin Tonini describes the latest iteration of the project.

The city plans to apply for federal government dollars through a Small Starts grant program for both the Roosevelt and Madison RapidRide projects.

Continue reading “Seattle Needs Plan B for Federal Funding”

May 17 Sound Transit Ridership – Still Strong

Sound Transit has released their May Ridership Report and Link is still going strong, up 11.9%.

Average daily ridership for Link in May was:

  • Weekday: 73,208 (+11.9%)
  • Saturday: 54,273 (+17.1%)
  • Sunday: 42,497 (+16.5%)

Other weekday modal ridership stats:

  • Sounder: 16,970 (+0.6%)
  • Tacoma Link: 3,570 (+3.6%)
  • ST Express: 65,853 (-0.8%)
  • Sound Transit Systemwide, +5.0% Weekday, +8.9% Total Boardings

My charts below the fold: Continue reading “May 17 Sound Transit Ridership – Still Strong”

A Do-over for Whom, Tim Eyman?

Another initiative by Tim Eyman

Eighteen years ago, anti-tax activist Tim Eyman decimated funding for public transit with his first $30 car tab initiative, which eliminated the motor vehicle excise tax (MVET).

His latest initiative, I-947, once again proposes to replace the current MVET with a flat $30 car tab fee. The initiative is estimated to cost Sound Transit between $6.9 billion and $8.1 billion. By Permanent Defense’s count, this is Eyman’s sixth attempt to kill funding for transit.

Currently, car owners pay several different fees depending on where they live when renewing vehicle tabs. The Department of Licensing provides a calculator to estimate vehicle tab fees.

  • Everyone in the state pays a standard fee of $38.75 plus a weight fee which helps fund highway maintenance and construction projects, the Washington State Patrol and the Washington State Ferries.
  • Local jurisdictions have the option of charging car owners an additional fee by forming a transportation benefit district. These districts are allowed to collect up to $20 a year without voter approval, or up to $100 if approved by voters. Approximately 50 cities have established transportation benefit districts around the state. Seattle collects an $80 fee to expand bus services and distribute bus passes to middle and high school students through the Youth ORCA program.
  • Car owners living in the Sound Transit taxing district pay an additional fee. With the approval of the ST3 package, the MVET rate increased from 0.3% to 1.1% of the assessed value of the car.

If I-947 passes it would roll back the standard fee to $30 and eliminate all MVET. It would end weight fees imposed by the state government, transportation benefit districts fees and all car tab taxes helping to fund Sound Transit, according to the initiative’s website. Under the initiative, car owners would pay a $30 annual fee. Weight fees and TBDs could be restored by voter approval.

The initiative would also eliminate a 0.3% tax on retail car sales that funds the state’s multimodal account. This account provides grants for regional mobility, rural mobility, special needs, and vanpools.

Although I-947 eliminates the only MVET in the state, it also requires any future MVET to use the Kelley Blue Book value to compute the tax. As Rep. Joe Fitzgibbon explained on STB, this technique cannot be bonded against and effectively rules it out as a funding tool for major capital projects.

Continue reading “A Do-over for Whom, Tim Eyman?”