[Ed. Note: This is the first of four guest posts by Amber, who is cross-posting this. We know you’re looking for excuses to ride Link, so here’s something for you to do.]
Mount Baker is a charming Olmstead neighborhood created by the Hunter Tract Improvement Company in 1907 and perhaps best known for its elegant homes and abundance of trees and green spaces.
The Mt. Baker station hugger has a wide variety of restaurants to choose from with The Original Philly right at the base of the station, a Starbucks directly across the street, and several authentic ethnic restaurants like Thai Recipe, Jasmine Provencial Vietnamese and more. There’s even a Domino’s Pizza, if you like that sort of thing.
The urban explorer will want to head east on McClellan for about a half-mile to Mt. Baker Park with its playground, public art and forested, quarter-mile path down to Mt. Baker Beach.
On the way, consider taking a quick detour (about a half-mile round trip) off McClellan to check out Franklin High School by turning south on 30th Avenue until you hit the “keys” right in front of the stately old building.
by GREG NICKELS, Mayor of Seattle and Chair of the Sound Transit Board
This is the last installment in my recollections leading up to the opening of Sound Transit’s first Light Rail line on July 18, 2009. In six previous installments I have reflected on the highs and lows of the twenty-one years that I have been involved in this epic journey.
In many ways, the ground breaking on November 8, 2003 ended the political debate over whether mass transit would serve Seattle (though ST 2 engendered a vigorous debate on whether it should be extended beyond Sound Move).
In my first month as Seattle Mayor I gathered all the City staff working on the project and let them know our job was to team with Sound Transit to make sure the system got built — as promised to the voters. This was a relief to many staff who really did not know whether the previous administration supported or opposed building the project.
Once we broke ground, I enjoyed visiting the construction impacted neighborhoods twice a month and talking with the property owners, shopkeepers and residents; trying to anticipate, prevent and solve problems. In doing this I was taking a page from Seattle City Councilmember George Benson’s work during the construction of the Downtown Seattle transit Tunnel in the 1980s.
Like grief, dealing with a huge project in your neighborhood is dealt with in distinct stages. Fear, anticipation, resignation, relief and excitement among them. Seventy-five percent of the small businesses along the MLK portion of the route at the start of construction are still there – I’m proud of that. The street has been transformed, as has the neighborhood. And the presence of Light Rail will connect the people of the Rainier Valley neighborhood to lots of new and exciting job and educational opportunities – just a short train ride away.
Columbia City is approaching this opportunity most creatively, going so far as to have pedicabs available to whisk people from the station to their historic business district nearby where Light Rail riders can enjoy great restaurants, a farmer’s market and theater.
This first line will be warmly embraced, especially when the thirteenth station – SeaTac Airport, opens late this year. But it is only the beginning. The next line, north from downtown to the University of Washington, received its $813 million FFGA in December and has already broken ground. Those two underground stations on Capitol Hill and at Husky Stadium will basically mark the completion of Sound Move and will open in 2016.
After the defeat of the infamous doomed shotgun marriage of Roads and Transit in 2007, there was little political appetite to explore a transit ballot for 2008. Given our experience in 1996 (and $4/gallon gasoline), I was convinced that the 2008 Presidential ballot was the right one for light rail. In addition I believed that the Legislature would take away the region’s ability to place transit on any future ballot (as they had stopped Sound Transit in 2006) and take the taxing authority for highways. Fortunately there was a core of ST Board members willing to engage the issue and we went to work. Ultimately on July 24th all but two Sound Transit Board members agreed upon a plan and it went on the ballot.
Sound Transit 2 passed with 57.02% yes vote on November 4, 2008 – 60.5% in King, 54.21% in Snohomish and 49.08% in Pierce County. Light Rail will expand north from the University to Northgate and on out to Lynnwood, south of the airport to Federal Way and east across Lake Washington to Bellevue and out to Redmond. These projects will be complete in 15 years. I have no illusions that there will be no further challenges in building such an extensive set of projects (such as the current economic crisis) – there is a lot of work ahead! But when complete, 70% of the residences and 85% of the jobs in Metro Seattle will be within an easy bus ride, bike ride or walk of a rail station. With a capacity of one million passengers a day, it will transform how we get around.
I’ve wondered — how often does someone get to see through such a journey in their career? From the 1988 advisory ballot through passage of ST 2 and opening the initial line it has been an amazing adventure. While certainly not easy (1995-96 and 2000-01 come to mind!), it has been an incredible honor to work with the elected officials on the ST Board, the staff (Joni Earl for instance) and particularly the interested citizens (Mona Lee and Dick Burkhart come to mind) who have engaged, often passionately in this saga. I do wish the voters had approved the Forward Thrust plan in 1968, but what a ride my generation would have missed! For someone who wants to make a difference in people’s lives it has been the chance of a lifetime.
Waiting Paitiently for Passengers, by Furchin
This is the last installment in my recollections leading up to the opening of Sound Transit’s first Light Rail line tomorrow. In six previous installments I have reflected on the highs and lows of the twenty-one years that I have been involved in this epic journey.
In many ways, the ground breaking on November 8, 2003 ended the political debate over whether mass transit would serve Seattle (though ST 2 engendered a vigorous debate on whether it should be extended beyond Sound Move).
In my first month as Seattle Mayor I gathered all the City staff working on the project and let them know our job was to team with Sound Transit to make sure the system got built — as promised to the voters. This was a relief to many staff who really did not know whether the previous administration supported or opposed building the project.
Once we broke ground, I enjoyed visiting the construction impacted neighborhoods twice a month and talking with the property owners, shopkeepers and residents; trying to anticipate, prevent and solve problems. In doing this I was taking a page from Seattle City Councilmember George Benson’s work during the construction of the Downtown Seattle transit Tunnel in the 1980s.
Like grief, dealing with a huge project in your neighborhood is dealt with in distinct stages. Fear, anticipation, resignation, relief and excitement among them. Seventy-five percent of the small businesses along the MLK portion of the route at the start of construction are still there – I’m proud of that. The street has been transformed, as has the neighborhood. And the presence of Light Rail will connect the people of the Rainier Valley neighborhood to lots of new and exciting job and educational opportunities – just a short train ride away.
Columbia City is approaching this opportunity most creatively, going so far as to have pedicabs available to whisk people from the station to their historic business district nearby where Light Rail riders can enjoy great restaurants, a farmer’s market and theater.
This first line will be warmly embraced, especially when the thirteenth station – SeaTac Airport, opens late this year. But it is only the beginning. The next line, north from downtown to the University of Washington, received its $813 million Full Funding Grant Agreement from the Federal Transit Administration in December and has already broken ground. Those two underground stations on Capitol Hill and at Husky Stadium will basically mark the completion of Sound Move and will open in 2016.
After the defeat of the infamous doomed shotgun marriage of Roads and Transit in 2007, there was little political appetite to explore a transit ballot for 2008. Given our experience in 1996 (and $4/gallon gasoline), I was convinced that the 2008 Presidential ballot was the right one for light rail. In addition I believed that the Legislature would take away the region’s ability to place transit on any future ballot (as they had stopped Sound Transit in 2006) and take the taxing authority for highways. Fortunately there was a core group of ST Board members willing to engage the issue and we went to work. Ultimately on July 24th all but two boardmembers agreed upon a plan and it went on the ballot.
U-Link Groundbreaking, by Steven de Vight
Sound Transit 2 passed with a 57.02% yes vote on November 4, 2008 – 60.5% in King, 54.21% in Snohomish and 49.08% in Pierce County. Light Rail will expand north from the University to Northgate and on out to Lynnwood, south of the airport to Federal Way and east across Lake Washington to Bellevue and out to Redmond. These projects will be complete in 15 years. I have no illusions that there will be no further challenges in building such an extensive set of projects (such as the current economic crisis) – there is a lot of work ahead! But when complete, 70% of the residences and 85% of the jobs in Metro Seattle will be within an easy bus ride, bike ride or walk of a rail station. With a capacity of one million passengers a day, it will transform how we get around.
I’ve wondered — how often does someone get to see through such a journey in their career? From the 1988 advisory ballot through passage of ST 2 and opening the initial line it has been an amazing adventure. While certainly not easy (1995-96 and 2000-01 come to mind!), it has been an incredible honor to work with the elected officials on the ST Board, the staff (Joni Earl for instance) and particularly the interested citizens (Mona Lee and Dick Burkhart come to mind) who have engaged, often passionately in this saga. I do wish the voters had approved the Forward Thrust plan in 1968, but what a ride my generation would have missed! For someone who wants to make a difference in people’s lives it has been the chance of a lifetime.
by GREG NICKELS, Mayor of Seattle and Chair of the Sound Transit Board
Probably Central Link O&M Groundbreaking
After the passage of Sound Move on November 5, 1996 it was time to get to work. The RTA needed to ramp up from a 22 person planning staff to an entity capable of building a multi-billion dollar capital program and operating multiple modes of transit service. This is a step virtually every new transit agency struggles with and leads to a phenomenon known as “growing pains”!
The Board began to make dozens of decisions (PDF), from rebranding the agency as “Sound Transit” to vehicle purchases to route decisions. Environmental Impact Statements were begun, policies were developed, fares with other transit agencies were “integrated”, ground was broken and hearings were held.
In September 1997 the first Regional Express bus service began, in June 1998 I led the Board’s effort to identify Union Station as Sound Transit’s permanent headquarters and Sounder commuter rail between Tacoma and Seattle debuted in September, 2000. Tacoma’s Link streetcar began service in August, 2003.
Due to its size, federal funding and all new right-of-way; the most complicated aspect of the program was Link Light Rail. A very difficult period began toward the end of 2000 as tensions mounted and the Board ordered a halt to negotiations over a contract to build a very long, deep light rail tunnel under Portage Bay. The Board was concerned that the cost and risk of the proposed contract was unacceptably high and a reassessment was in order. This led to staff changes (Joni Earl became Executive Director) and eventually a reengineering of the project (splitting it into the initial Airport segment and the University segment extension) to reduce the risks.
Extraordinary political drama ensued including the last minute signing of a Full Funding Grant Agreement (FFGA) on the final evening of the Clinton administration and light rail becoming the focus of the very close 2001 Seattle Mayor’s race. But the Board persevered, Joni restored confidence in the agency and eventually the project was back on track. In fact in February, 2003 Link’s initial segment received the highest rating of any project in the nation from the Federal Transit Administration. This was repeated recently with the University Link extension. Ground was finally broken for the initial Link light rail segment on November 8, 2003.
by GREG NICKELS, Mayor of Seattle and Chair of the Sound Transit Board Following the defeat of the March 14, 1995 RTA proposition, things looked bleak for mass transit in Metro Seattle. Despite a relatively close outcome, the votes were not evenly distributed – Seattle, Lake Forest Park and Mercer Island were the only jurisdictions that passed the measure – the rest of King County and both Pierce and Snohomish Counties voted no. In Everett, Light Rail was slightly less popular than Prohibition! There was no requirement that the plan pass in each separate county (just the overall district), but politically it was necessary to show broad support, not just from a Seattle dominated electorate.
Given the math, how could a majority of the RTA Board be convinced to put the measure on the ballot? To make matters worse, the RTA, which had been given revenue from the Motor Vehicle Excise Tax for planning, no longer had any income and no legislative support for additional dollars in Olympia. Could the agency even survive until the measure was resubmitted?
Critics often bemoan the absence of leadership in our civic affairs, but I would argue that our regional leaders responded to the defeat of the first RTA plan with creativity and courage. I was approached after the election by two respected political professionals: John Engber and Don McDonough. They quickly convinced me (and ultimately the rest of the Board) that the key to success was to place a revised plan on the Presidential ballot in 1996. The reason? Younger voters would be a much larger proportion of the electorate. Younger voters believe they will be around for a while and therefore are much more likely to vote for a transit plan that may take years to complete (the defeated RTA plan took twenty years to build out).
The problem with November of 1996 was the twenty-month wait. How could an agency with no assets and no revenue survive? And what would it do in the interim?
It began with a listening tour, asking voters why they had rejected the plan. Was it opposition to the entire concept or to certain aspects of the specific plan they rejected? The Board laid off most of the staff, keeping just 22 folks to reduce expenses to a bare minimum. Operating funds were borrowed from King County. The original Executive Director, Tom Matoff, resigned to give the Board a clean slate moving forward (Tom was a light rail guy with little interest in express bus or HOV access). Planning director Bob White (one of the original Metro staff) replaced Matoff.
Snohomish County Executive Bob Drewel took over as the Board Chair despite the terrible showing the proposition had in his county. Work soon focused on some basic concepts – a smaller initial phase (somewhat ironic given that this was the big reason for Everett’s opposition) with a shorter timeframe and more investments in express bus service and HOV access projects. This was an attempt to respond to concerns raised in our listening tour. Among the issues we heard were accountability for such a huge program from an agency with no track record and that there was nothing in the plan for many parts of the RTA district for many years (if ever).
In the end the phase one plan the Board put on the ballot, now called Sound Move, was reduced from $6.7 billion to $3.9 billion (1996 dollars) and Light Rail scaled back to a line from the UW to Sea-Tac (with a door open for Northgate if additional funds were secured). Added were park and ride lots, access ramps to HOV lanes and a concept called “sub-area equity”, the concept that funds should return to the county or sub-region in rough proportion to what they had paid. The time frame for completing phase one was pegged at 10 years. The election was set for November 5, 1996.
The campaign again was hard fought, but this time the proponents were less defensive. We focused more on grass roots support and less from “opinion leaders”. It worked, voters in all three counties approved the plan, 58.8% in King County, 54.4% in Snohomish and even Pierce voters gave a 50.1% nod to the yes side.
At last it looked like smooth sailing for a Metro Seattle mass transit system!
by GREG NICKELS, Mayor of Seattle and Chair of the Sound Transit Board
CPSRTA Election Pamphlet (also note the old agency logo on the train)
With just over ten weeks until Sound Transit Light Rail opens, this is my fourth installment on how we got here.
After the three County Councils agreed to place the RTA plan on the ballot, the RTA’s first actual service began on January 28, 1995. Called TRY Rail, this demonstration of commuter rail service carried passengers between Tacoma and Seattle for a few weeks and then between Everett and Seattle. In total, 35,000 passengers rode TRY Rail. Commuter rail was one of the elements of the ballot measure.
The first vote to decide Mass Transit for King County in 25 years (and the first ever for Pierce and Snohomish Counties) was scheduled for a March 14, 1995 Special Election. In addition to commuter rail, the plan contained a mostly surface light rail system connecting Tacoma to Seattle, north to Lynnwood (actually 164th St SW) and east across Lake Washington to Bellevue and Redmond.
The campaign in favor was called “Citizens for Sound Transit,” and the opponents, “Families Against Congestion and Taxes.” Early polls looked favorable with some 60% of respondents likely to vote yes. According to the Pro campaign FAQ:
There are basically two opponents: Ed Hansen, the Mayor of Everett and Kemper Freeman, Jr., a Bellevue developer. Mayor Hansen opposes this project because it doesn’t include light rail to Everett – in other words, it’s not enough. Freeman opposes this plan because he thinks it’s too much.
The campaign was nasty and the proponents often found themselves on the defensive, responding to FACT’s charges that the ($6,700,000,000) cost was too high (compared with buses and freeways), the ridership numbers inflated and it would not put a dent in congestion.
Despite carrying King County 50.3% to 49.7%, getting 61.7% in Seattle and winning in Lake Forest Park and Mercer Island, the measure got only 42.8% in Bellevue, lost Pierce County and did so poorly in Snohomish County (especially Everett) that Prohibition looked popular in comparison. It went down RTA district-wide 46.5% yes to 53.3% no. The region rejected mass transit. History repeated itself – mass transit was once again treated by many politicians in Olympia and the region as political roadkill. It looked like another dead end for rail transit.
by GREG NICKELS, Mayor of Seattle and Chair of the Sound Transit Board
With 81 days until the opening of Sound Transit LINK Light Rail, here is the third of my posts on the long road we’ve traveled.
The first meeting of the eighteen member Central Puget Sound Regional Transit Authority (RTA) Board took place in September, 1993. I remember very well taking my seat at the table amidst much excitement and high expectations (I am the last of the original RTA Boardmembers still on the Board). King County Councilman Bruce Laing (R-6th) was elected the first RTA Board Chair. A former Hearing Examiner, Bruce was known to all as the epitome of the “honest broker”.
Following the 1988 Advisory Ballot and through the planning process (JRPC) a core of Metro staff formed the backbone of the effort. With the creation of a new, independent government it was time to expand and hire “permanent” staff to conduct the environmental and engineering work necessary to place a measure on the ballot (the State legislation contained a number of requirements to be met prior to going to the ballot, including engaging an “Expert Review Panel”).
The first hire was to be an Executive Director. The RTA Board chose Tom Matoff (former General Manager of the Sacramento Regional Transit Agency) because of his experience in developing Sacramento’s initial light rail project. Tom was a true believer in light rail and felt that a successful, inexpensive start would pave the way for future extensions, earlier rather than later. This came into conflict with the aspirations of many Boardmembers, particularly those from the outermost parts of the three county district who wanted any plan to include them (this turned out to be quite a drama later).
The emotions were high, the debate heated, but in just over a year (on October 28, 1994) the RTA Board adopted a $ 6.7 billion, phase 1 (based on the JRPC Plan) rail and bus proposal to send to the ballot. The three County Councils were required to vote on whether to continue as part of the RTA and therefore send it to the ballot. After weeks of hearings the three Councils all voted affirmatively in December. The region’s voters would soon be deciding on a Mass Transit plan – for the first time in 25 years!
by GREG NICKELS, Mayor of Seattle and Chair of the Sound Transit Board
With about three months to go before it opens, this is the second installment of my recollections on the long road travelled to build our Sound Transit Light Rail line.
After the November 1988 Advisory Ballot victory, it became clear that the public (at least 70% of them) were far ahead of the politicians in envisioning light rail mass transit. The issue was taken up in the Metro Council (in its Planning Committee). Metro, then known as “Seattle Metro”, was a separate government until 1993. Its federated Council included a variety of local elected and appointed officials who oversaw the bus and wastewater treatment systems in King County.
Initially the issue was popular with Democrats and Republicans on the Metro Council. Republicans like Bruce Laing, Lois North and Paul Barden (along with local officials like Seattle Councilman Paul Kraabel and Mercer Island Mayor Fred Jarrett) joined Democrats Cynthia Sullivan and me in advocating for mass transit (some Eastside elected officials were reluctant to use the words “Light” and “Rail” in the same sentence even after the vote). About this time the idea of using Burlington Northern tracks for commuter rail was gaining traction as well.
It became clear fairly early that the planning needed to expand beyond just King County.
Fortunately there also were champions in the legislature like House Transportation Chair Ruth Fisher (and later Representative Ed Murray). State funding was secured to study the concept (I’m not kidding, State funding). In 1990 a body called the Joint Regional Policy Committee (I was a member of the JRPC) was established to expand the work from King County to Pierce and Snohomish and the legislation included local taxing options to pay for building a system. Between August of 1990 and July of 1993, a $13.2 billion Regional Transit Plan was developed and legislation authorizing creation of a Regional Transit Authority was passed in Olympia. In July of 1993, the three County Councils voted to join the Central Puget Sound Regional Transit Authority to advance the plan. And thus Sound Transit was born.
by GREG NICKELS, Mayor of Seattle and Chair of Sound Transit Board
There are those who say the debate over light rail in Seattle began in November of 1851, with the landing of the Denny party at Alki. Most, however, point to the defeat of the 1968 and 1970 Forward Thrust mass transit bond issues (did you know Seattle’s federal match went to Atlanta to build MARTA?) as the time when political courage failed and mass transit first became political road-kill for a generation.
My involvement began in 1988, when two young County Councilmembers (Cynthia Sullivan and me) sponsored an advisory ballot asking King County voters whether we should plan for, finance and build a light rail system with construction to start in 1995 and the first stations to open in 2000. That November nearly 70% of the voters said yes and broke the political logjam created with the defeat of Forward Thrust in 1968 & 1970.
Following the 1988 election the Times ran a Brian Bassett cartoon showing a forlorn figure on a hand pump rail car with the name “Light Rail Planning”. The forlorn figure is saying “Well…It’s a start” – I purchased the original from Brian and have posted it here.
The long awaited (!!!) line that began with the 1988 Advisory Ballot opens this summer. Sound Transit opens Tukwila, Rainier Beach, New Holly, Columbia City, Mount Baker, Beacon Hill, SODO, Stadium District, ID, Pioneer Square and 2 Downtown Stations in fewer than 100 days!
To celebrate this history making milestone I will be posting frequently with facts, figures, a little history and a few photos (maybe even a map or two) as we count down to opening day.
Congress, in a bold stroke of progressive thinking, has quadrupled the investment in High Speed Rail (HSR) to 8 Billion. The funds will be doled out by the FTA on a competitive basis, and with just 12 HSR corridors in the nation to date, our own Cascade Rail Corridor, using existing Talgo tilt trains is in line for a huge chunk – Maybe?
1/12th of 8 Bil. Is 666 Mil. – but I’m not naive enough to think we’ll out compete California and other large states for a full share. As I have advocated here before our state is in a very competitive position to capture the needed funding to accelerate progress towards making the dream a reality.
We have many of the pieces in place. You can learn more about the latest plan from the WSDOT here.
Many of these projects, such as the Ft Deviance Bypass and Vancouver, WA rail yard bypass are or will be shovel ready. This makes sense on so many levels: Consider a trip from Seattle to Portland via car, plane or HSR.
• Car Travel: 144 miles @ 60 mph takes 2.4 hours, costing $70 (IRS 50.5 cents/mi)
• Plane Travel: About 3.3 hours, costing $70. (LRT to/from airports, 1 hour security and boarding, and a 50 minute flight)
• HSR Travel will take under 3 hours, and cost about $30. For the business traveler who can use the time on the train as billable hours, it’s a no brainer.
Greenhouse emissions are much lower for trains than planes and all but a few cars. Fuel efficiency is a hands down winner for rail!
Using and “Incremental Approach” to funding our HSR line adds train sets, more frequent trips, and increases train speeds to 110 mph along sections of the line. On-time performance is increased from 60% to 97% Ridership will nearly double over 10 years, and the entire corridor, when fully built, could be operated at a profit.
I’m referring to our adopted state plan for Option 3, costing $537 Mil. The report concludes that thousands of jobs will be created, and benefit cities all along I-5 in the billions.
With the Feds now aiming to pressure freight railroads to reduce or eliminate slow orders and improve on-time performance to 80% or greater, now is the time to look towards the future.
Again, the support STB has given to rail transport is appreciated. I hope you can find the time to encourage our elected leaders to grab this low lying fruit. Thanks.
A few months back, Erica C. Barnett of Slog and our own Andrew called for parking maximum mandates for new construction in Seattle. Now, I can understand the appeal of parking maximums. After all, parking-induced sprawl ranks with pollution as one of the worst effects of cars. But I’m more than skeptical of such maximums – not only does the evidence show we’re making good progress without them, I suspect they’re downright counterproductive to the mass transit cause. Surprised? Read on…
The urban explorer will want to head east on McClellan for about a half-mile to Mt. Baker Park with its playground, public art and forested, quarter-mile path down to Mt. Baker Beach.
