Seattle Subway’s political director, Jonathan Hopkins, is moving on to be the Executive Director of Commute Seattle. We’re sad to see him go, he has done a plainly incredible job for Seattle Subway and our region and will be very much missed — all of the congrats to Jonathan on his new role!
He leaves big shoes to fill but a big opportunity for someone who wants to get involved in transit advocacy in our region.
The Seattle Subway Political Director is a central role to our organization. This person is the face of Seattle Subway. This means regular contact with Sound Transit and other government agencies, local politicians and media (print, online, radio and TV).
Duties include but aren’t limited to:
Attending monthly board meetings (remotely if necessary).
Regular appearances at volunteer events.
Maintaining relationships with regional institutions, agencies, politicos and other stakeholders.
We are looking for someone who is excited about what is happening with transit in our city, has excellent communications skills and a passion to get involved. Backgrounds in communications, media relations, political outreach, non-profit work and transit advocacy are all big pluses.
For maximum effect we suggest you keep your comments short and sweet. Here are what we consider the most important issues for 2017 service:
Run ‘inverted peak‘ everyday. Until the new trains arrive in 2019 (we’ll have more later on how we can improve them) Sound Transit currently doesn’t have the fleet to run all 3 car trainsets. However they can run 3 car all day and then have the peak trains be two cars. Sound Transit already does this on special event days, but record setting ridership means they should operate this way everyday.
Longer peak periods, especially in the morning.
Later weekend service, including Sundays (Airport). With Link now connecting the two most popular nightlife destinations and serving the University late night service, especially on the weekends is needed. SeaTac/Airport station is currently serving double its projected ridership and it will only grow. Currently the last train to downtown and the UW leaves the airport at 11:19 p.m. This is unacceptable.
ST3 combined with ST2 and Sound Move means Sound Transit is building our region a world class subway system. They should start operating it like one.
Unless you have been living under an automobile for the last nine days you are probably aware that last Tuesday, ST3 passed. It’s been a long, winding road to get here, and we have yet to summit the mountaintop, but at the moment the view is great. ST3 is a huge win, but it is just the next step in moving towards Seattle Subway’s ultimate goal (hint: It’s our name.) There is still a lot of work to do to make sure ST3 is as big and awesome as it can be, arrives as quickly as possible, and that Sound Transit deliver the high quality service in the process.
Our hopes for getting lines like Ballard-UW and Alaska Junction-Burien as part of ST3 have always hinged on additional federal funding. We will set that aside for now as the future of funding transit at the federal level is now extremely murky. On the positive side – the federal process is so extensive that the incoming administration could be long gone before it matters for ST3 projects.
There are still three ways we know of to very significantly speed up the timelines for ST3 projects, and this is where our attention will be focused:
1) Vote in 2018 to fund ST3 fully through bonds. This vote would NOT propose any new taxes or extend existing ST3 taxes. Instead, it will essentially ask voters “Do you want it faster?” By allowing Sound Transit to bond against future tax collection for 100% of project cost, it would speed up project timelines by years. Such a vote requires 60% approval, but we expect that “years faster for the same money” is a winning proposition. Continue reading “What’s Next for Seattle Subway”
“Double down on cars and buses.” That has essentially been the “No” campaign’s position in opposition to Sound Transit 3’s mix of light rail, commuter rail and BRT. Despite the likelihood of 800,000 more residents here by 2040, the opposition assumes, without showing their math, that self-driving cars can make rail obsolete within 20 years. Though experts say it’s too soon to tell how autonomous vehicles will impact traffic flow and volumes, transit opponents promise us that autonomous Ubers are going to fix everything by themselves, perhaps combined with buses stuck in traffic next to them.
Uber is dedicated to the future of cities—to making transportation reliable everywhere, for everyone. What we provide will just get us part of the way there, though. To fully realize the vision, we need strong partners among transit agencies and local governments. This is why we are urging voters to support Proposition 1. [emphases ours]
Uber joined the ranks of Amazon, Alaska Airlines, Microsoft, Vulcan, Costco, Expedia, and other companies proclaiming ST3 as critical to our region’s future. But Uber’s endorsement particularly stands out. As the undisputed market leader of app-based ride hailing, the company set aside its own non-endorsement traditions to support the nation’s largest transit-only measure. It was the first prominent and explicit political recognition by Uber that ride hailing apps and transit need each other. But you are likely to see opponents continue to make magical claims that the company itself no longer supports.
The statement aligns Uber and Sound Transit’s objectives, both seeking to “reduce congestion and pollution by moving more people with fewer cars, and provide better mobility options for all people living in the region.” In Seattle, facets of mobility and affordability account for 6 of the top 12 issues on people’s minds, according to an open ended question posed by Strategies 360 earlier this year.
A lot of the discussion of Sound Transit 3 (ST3) – the transportation expansion package you’ll see on your November Ballot – has centered around regional mobility. ST3 will deliver a lot of value for the region, but what Seattle is getting can sometimes get lost in discussions about Everett and Tacoma. Seattle is only paying for Seattle projects, so let’s look at what Seattle gets.
What is in a number? In the case of the $54 billion price tag for ST3, quite a lot: Inflation, federal funding, fares, and extending existing taxes that already don’t sunset for 1-2 decades. Breaking it down to new taxes in 2016 dollars for Seattle – ST3 is approximately $4 billion in Seattle, spread out over 25 years. That is still a lot of money, but ST3 brings massive value.
What do we get for that $4B?
Ballard to Downtown
The proposed Green Line isn’t just about Ballard. It will give Queen Anne and South Lake Union the downtown connection they need. It will connect Northwest Seattle to the Rainier Valley for the first time. Compared to RapidRide, it will be three times faster, far more reliable, and more frequent. In the 35 minutes it takes RapidRide D to get from Market Street to Pioneer Square, a Green Line train will already be in Rainier Beach. Repeat this to yourself a few times: vote yes, and once it opens you’ll never get stuck in traffic again.
The Green Line will be a blockbuster for ridership, with a high-end estimate of 144,000 rides every day. That is more rides than the population of Bellevue and higher ridership than the entire 60 mile Portland MAX system. It connects growing neighborhoods where people live and work with truly world-class transit. A new downtown tunnel will connect South Lake Union, Denny Triangle, Lower Queen Anne, Madison Street, and the International District. The elevated extension to Ballard will serve up to 10,000 Expedia employees in Interbay, East Magnolia/West Queen Anne, and of course, fast-growing Ballard itself. This line will mean a 14 minute trip from Ballard to Westlake or 11 minutes from Ballard to South Lake Union—every time. Continue reading “Why Seattle Should Vote Yes on ST3”
Over the coming several years, more than half of Washington’s emissions will come from the transportation sector. If we don’t act now, Puget Sound’s booming population will mean more people will clog our roads—cars will spend more time idling in traffic, dirtying our air not just with dangerous greenhouse gases but also other pollutants that contribute to asthma and other lung disease.
Tackling climate change is about so much more than cleaner cars and efficient lightbulbs. We must identify different ways of moving people around. In Puget Sound, even with a multitude of races on the ballot this November, passing Sound Transit Proposition 1 is the single most important vote we can cast to fight climate change.
If it passes, it will stand alongside Los Angeles as among the most ambitious and comprehensive mass transit packages in the country. It means that commuters from Everett to Tacoma can choose a fast and reliable light rail system with zero tailpipe emissions over crawling on I-5. It means a more connected Seattle, so that trips to West Seattle and Ballard no longer mean hopping into a more expensive and higher polluting rideshare vehicle. Taken together, it will cut over 360 million vehicle miles per year, and the entire Sound Transit system will save 800,000 tons of annual carbon emissions—equal to burning 89 million gallons of gas.
Solving for climate change requires solutions at the scale of the problem. So rather than seeking merely to expand transit options, Sound Transit Proposition 1 thinks bigger. As we develop greater rail and bus access, Sound Transit will also facilitate expansion of affordable and market-rate housing in areas adjacent to the growing system. This will be a game changer for how busy working families, people with disabilities, and seniors experience the system and afford our region. Studies show that families in auto-dependent areas spend 25% of their household income on transportation. In places with robust transit systems, that total falls to just 9%.
This kind of transit-oriented development doesn’t just reduce vehicle miles traveled, it can help eliminate the need for a car entirely. The American Public Transportation Association estimates that families that rely on transit, only possible with a comprehensive system, will save over $10,000 a year in fuel and other costs. This is a clear win for our climate, and it ensures that low-income communities can thrive in the heart of our region.
Environmental advocates often argue that the transition to a clean economy will contribute to broadly shared prosperity, supporting more jobs than our fossil fuel economy does. Investments in public transit are a centerpiece of that transition—Sound Transit Proposition 1 will create nearly 80,000 direct jobs and contribute an additional 144,000 indirect ones. For comparison, the fossil fuel sector in Washington employs less than 12,000 people.
The fight against climate change isn’t just about averting disaster. It’s about cheaper living, cleaner air, and wasting less time in traffic. Vote YES on Sound Transit Proposition 1.
Seattle Subway was formed just over 4 years ago with a simple goal: Speed up high quality rail investment in Seattle. Today, the Puget Sound region took a momentous step towards that goal when the Sound Transit Board approved the ST3 plan that will be on the ballot in November. The planning process has been long and sometimes contentious, but the final product is very much worthy of your vote.
The light rail extensions alone are expected to carry 243,000-307,000 people a day including a 7 mile Ballard/Lower Queen Anne/South Lake Union/Downtown line that will carry more riders each day than the entire 60 mile Portland MAX system. West Seattle riders will enjoy a 12 minute trip from the Junction to International District station that never gets stuck in bridge traffic. The plan has a a lot more good news for every part of our region.
Nearly all of our criticisms of the draft plan have been addressed in the final plan:
It will be built faster
Timelines are sped up by 3 years on most projects via tweaks to the finance plan. We have noted that they can be sped up 3 more years by cities choosing to expedite public process prior to the vote. Projects can be expedited even further after the vote by changes to the bond coverage rules or by additional federal/state funding.
ST3 rail will be 100% grade separated
We fought long and hard for this win. Grade separation for rail is a founding Seattle Subway principle and the speed/reliability/capacity benefits of this choice will be enjoyed for generations to come.
This is a very big deal. Though they are not called out as “provisional“, we have been assured that additional extensions can be built as part of ST3 if more funding from Federal, State or local sources can be identified, if projects come in under budget, or if the bonding coverage rules change. Currently, the funding assumptions for ST3 are: 11% from the Federal government, 0% from the State government, and 0% from additional local funding mechanisms. Essentially any funding mechanism other than additional tax receipts. What does it mean? Though all the dotted extensions we show are unlikely to be built, they could be. Smaller gains could mean significant improvements to the plan via single station extensions such as Fremont/Zoo/Aurora and Westwood Village, or additional study work that could save 6+ years off future project delivery.
130th Street Station will be built
This gives a solid timeline for greatly improved transfer opportunity for Lake City bus riders than 145th and is a prime location for TOD/affordable housing per the Seattle 2035 plan.
Seattle Subway always focuses on the light rail part of the investment, but it’s worth noting there is something for nearly everyone in this plan. ST3 will also include major expansions of Sounder, Tacoma Link Extensions, and 405 BRT to serve Burien to Lynnwood via the Eastside. Seattle Transit Blog will have full coverage of the plan’s details tomorrow morning.
Over the past four years, Seattle Subway has spoken to thousands of people at hundreds of community events and hundreds of thousands on our social channels. The biggest criticism we’ve heard from nearly everyone is that rail can’t get to more people, faster. ST3 is a giant leap towards that goal for our region. We want to thank the Sound Transit Board for their hard work balancing competing priorities to put together a very good plan and to Sound Transit staff for their tireless work behind the scenes.
Seattle Subway is excited to fight for the passage of ST3 and to one day enjoy a city that no longer lacks this essential transportation infrastructure. Today, we have a plan ready for a vote in November that will overturn a century of false starts in Seattle.
For both ourselves and for future generations –the answer is clear: YES on ST3.
Last week Seattle Subway wrote about the importance of future proofing ST3 by including provisional projects in the plan. A provisional project is a project approved by the board and voters, but doesn’t have any budget. This would mean voters approve projects now and when funds become available they can immediately be used towards those projects without issue.
Between Federal or State grants, local funds or increased ST revenues from growth, or savings (U Link was $200 million under budget) there is a high likelihood that additional funds could become available in the next 25 years. We need to be able to take advantage of this and move as quickly as possible towards building out our system. Our region is a hundred years behind already, we can’t afford to wait longer.
Thank you to Pierce County Executive Pat McCarthy for beginning the exploration of how to include Provisional projects in each Sound Transit Subarea for inclusion in the Sound Transit 3 plan at last week’s Board Meeting. (1:38 mark)
Thanks also to Seattle Councilmember Rob Johnson for working on this.
@SeattleSubway I’m actively working on it! More to report in the coming weeks.
We are so close to pushing this over the finish line. Tomorrow is where the final draft of ST3 will be hammered out. Please EmailTheBoard@soundtransit.org and tell them you want provisional projects in each Subarea included in Sound Transit 3’s plan!
On February 29, 2016, Central Seattle Greenways volunteers and Seattle Neighborhood Greenways staff met at Capitol Hill Station to conduct an accessibility audit of the station area. We focused on three priorities: safety of street crossings, obstructions in crosswalks and along sidewalks, and sidewalk capacity. The station is expected to serve 14,000 riders every day in 2030, making safety and accessibility of the entrances a significant priority.
The map below shows the audit area. Intersections that were assessed are circled, and station entrances are marked with stars. Specifically, the intersections were: Broadway E & E John St / E Olive Way, Broadway E & E Denny Way, Broadway Ave E & E Thomas St, Harvard Ave E & E Olive Way, and 10th Ave E & E John St.
We identified several common problems at the intersections and the sidewalks connecting them:
Obstructions (poles, hydrants) in or very near curb ramps
Obstructions (poles, signal cabinets, A-boards) blocking painted crosswalks
Ramps misaligned on opposite sides of a crosswalk
Ramps turned at an angle to the crosswalk
Drivers making dangerous turns through occupied crosswalks
Difficult crossings of John (at 10th) and Olive (at Harvard)
Sidewalks narrowed by obstructions (trash cans, newspaper boxes, A-boards, shelters)
As regional stakeholders continue to work on the inevitable push and pull of budgeting for a massive transit expansion, we want to make sure that a huge improvement to the Sound Transit 3 (ST3) system plan isn’t overlooked: designation of “provisional projects.” Adding provisional projects will cost next to nothing to implement while adding the potential for ST3 to accomplish a lot more. A provisional project is a project that, if funding becomes available, can be built as part of the ST3 plan without an additional vote. Without a provisional designation, a project cannot be built without further voter approval.
The draft plan for ST3 provides voter authority for “provisional projects” if additional funding becomes available in the twenty-five year duration of ST3. Each of the five Sound Transit subareas should have one or more projects ready to go if additional funding becomes available
North King – Ballard to UW
South King – West Seattle to Burien
East King – Bellevue to Kirkland
Snohomish County – Spine to Paine Field Connector
Pierce County – Tacoma Mall Extension
Sound Transit knows that each of these projects has merit now, but is waiting on a future ballot measure to pay for them. But there are many ways that funding could become available, before the next vote. These include:
An Increase in Federal Funding
ST currently assumes the federal government will only contribute 11-13% of capital costs but changes in federal budget can happen quickly. When the San Francisco metro area began building BART in 1966, the federal government only funded 20% of the capital costs. Just 6 years later, the federal government generously offered to foot 75% of the bill for Seattle’s Forward Thrust–money that went to Atlanta’s MARTA instead due to insufficient voter appetites in the Puget Sound. In 1974, federal statute increased that matching level to 80%. As America urbanizes, we have an opportunity–with sufficient Congressional and Presidential leadership–to move past the 11-13% federal funding level and ensure our slowest projects are still delivered within 15-18 years. With the presidential candidates talking about increases in infrastructure spending, this is not an impossible dream.
An Increase in State Funding The Seattle Metro area (King, Pierce and Snohomish Counties comprise 52% of state residents, 62% of state tax revenue, and produce 71% of the state’s economic output. As we go, so goes the state.
Projects coming in under budget Who builds transit projects 10% under budget? We do, with more savings expected on Angle Lake, opening later this year.
Higher than expected tax revenues Provisional lines can be built if our economy fares better than the cautious growth projected by Sound Transit. Small differences in growth rates can make a big difference over 25 years.
This year alone, Sound Transit light rail projects will come in $240M (10%) under budget and receive $600M in unexpected federal grants. Our economy is booming, and twenty-five years of growth could add hundreds of millions of additional funding to ST budgets. Let’s authorize engineering and construction of “provisional projects” now, to maximize the benefits of any savings on other projects.
West Seattle Junction to Burien, Ballard to UW, Kirkland to Bellevue, Paine Field Connector, and Tacoma Mall must be designated as “provisional projects” when the Board votes in June.
BY FEET FIRST, TRANSPORTATION CHOICES COALITION, AND CASCADE BICYCLE CLUB
Together, we believe that a waterfront rebuilt postviaduct is an opportunity to shape the city into a more sustainable, safe, vibrant, accessible, and connected destination for people of all ages and abilities.
While we stand by our original comments on the previously published DEIS, we would like to respond to new information in the SDEIS. Our earlier comments commended the City for its work towards the creation of new public space and easy walking and biking access between downtown and the waterfront. At the same time, we collectively urged the City to maximize transit reliability along the southern portion of Alaskan Way while exploring ways to reduce the excessive number of lanes in this area, helping provide a safe and pleasant experiences for people walking and biking.
Although initial analysis in the DEIS projects less congestion on the newly designed Alaskan Way corridor, research suggests that expanding the number lanes on Alaskan Way could inherently stimulate travel demand, resulting in the same amount of congestion. We understand your model forecasts demand and travel time, suggesting additional lanes to theoretically improve congestion. However, widening roads typically leads to immediate growth of vehicle miles traveled on a corridor. This induced demand has the potential to negate all planned benefits of additional roadway capacity, which eventually will not accommodate the entirety of predicted increased travel demand. We cannot build our way out of congestion. Instead, the city should build for the waterfront experience we want today, investing in proven travel demand management initiatives to increase the number of people who take the bus, walk, and bike. We again urge the City to use multimodal LOS standards to measure the success of a corridor, prioritizing the movement of people and goods instead of only the movement of vehicles alone.
The SDEIS presents a new alternative for the southern portion of Alaskan Way Corridor that reduces pedestrian crossing distances at several crosswalks. While we appreciate the City’s responsiveness to requests to reduce rightofway width and improve nonmotorized connections between downtown and the waterfront, we are disappointed that this alternative sacrificed transit reliability to do so.
We believe that the Alaskan Way Corridor should provide safe, reliable, comfortable, and pleasant transportation options for all users. Crossings in this area should be designed to encourage easy travel between the newly developed waterfront and Pioneer Square, one of the fastest growing neighborhoods in Seattle. At the same time, the limited road space that we have should be allocated to modes that move the most people in the most efficient way possible, helping the City meet its climate and sustainability goals. Rather than analyze two alternatives that pit transit against walking and biking, we urge the City to develop an alternative that maintains transit priority and commits to Vision Zero safety standards.
By King County Councilmembers Joe McDermott and Larry Gossett
King County aims to deliver public transportation that grows access to jobs and education. Transit transforms communities and economies, helps address inequity, and plays a role in mitigating displacement. As STB has covered, the County Council is currently considering multiple changes to the bus network which includes enhanced service to South Seattle neighborhoods and South King County communities. We are both very supportive of transforming the network to better work for our communities and to protect cultural anchors, businesses and institutions as we grow and change.
King County is changing. We are quickly growing and demographics are shifting. Gentrification is occurring in South Seattle and the suburbanization of poverty to South King County is evident. King County is working in partnership with the City of Seattle to make sure our bus system is adapting to increased and changing needs.
A significant amount of public input shaped this service change. The new network is a result of years of community engagement. The engagement included a community advisory group, online surveys, community meetings, and input from thousands of impacted residents. The input received from the community was received and the routes were analyzed using Metro service guidelines. The result of all this work was passed out of committee Tuesday and will be considered by Full Council on May 16th. Before the Full Council, we will advocate for its passage.
This restructure proposal addresses long standing community concerns and meets Metro’s service guidelines. It fills gaps in service from Southeast Seattle, Renton and Tukwila to Downtown Seattle. It eliminates low-performing service. The Rainier Valley will enjoy enhanced, frequent service along MLK Jr. Way South, Rainier Avenue South, and South Jackson Street to the International District. Georgetown will receive a net increase of trips to and from Georgetown while maintaining connections provided by the current Route 106 with service improvements to the 124 and extension of the route 107 into Beacon Hill. Proposed improved weekday and Saturday service, Route 124 will operate on an even schedule and common pathway, with trips arriving about every 15 minutes throughout the day. Added service frequency on Route 124 will not only benefit Georgetown but also double the service between Georgetown and Tukwila, including the E Marginal Way S corridor with improved access to employment and education sites and connections with other transit service and Link at the Tukwila Station.
Since 2009, and discussion around the elimination of the bus route 42, Asian Counseling Referral Service (ACRS) and the Filipino Community Center along with other community groups and organizers have worked with Metro to provide excellent transit service to Southeast Seattle. This spring, Puget Sound Sage and Got Green published Our People, Our Planet, Our Power—Community Led Research in South Seattle. The report was a culmination of nine months of research and outreach in South Seattle/King County. They interviewed 175 residents and engaged 30 organizations that work in the communities. When asked about community concerns, the lack of public transportation and affordable housing were two of the top three concerns. Increasing bus service in South Seattle and South King County is crucial. Rainier Valley residents use bus service more than higher earner areas of the County. Increasing service provides more direct access to jobs and education, but is also helps root current community members, cultural anchors, businesses and institutions. We have heard for years from impacted communities about the cultural neighborhoods and institutions that need more bus service. Now, we are responding to these concerns.
King County Councilmember Joe McDermott is the chair of the Metropolitan King County Council. He represents West Seattle, Vashon and Maury Islands, Burien and parts of Tukwila on Capitol Hill on the County Council. King County Councilmember Larry Gossett represents the Central Area, Beacon Hill, the Rainer Valley, Skyway and parts of North Seattle and Capitol Hill.
The following ST3 comment letter (PDF) was submitted by a coalition of 10 local progressive nonprofits.
Dear Sound Transit Board Members,
Thank you for the opportunity to comment on the Sound Transit 3 (ST3) system plan and policies. The Transit Access Stakeholder group is a growing coalition of organizations that strongly supports connecting the Puget Sound region through affordable, reliable, and sustainable transit. Together, we represent environmental, land use, active transportation, social justice, affordable housing, and transit stakeholders, with thousands of members in the central Puget Sound region. We look forward to mobilizing our memberships in support of a Sound Transit 3 system plan that is consistent with the following framework:
Bring light rail to more neighborhoods sooner. Sound Transit should work with individual jurisdictions to find ways to shorten planning processes or identify more funding in order for more communities to have access to affordable, reliable, and sustainable transportation as soon as possible. Our coalition welcomes the opportunity to support you in these efforts.
Increase investments in local transit, walking and biking access to high capacity transit. Demonstrate regional leadership by providing funding to cities to build safe, inviting, and convenient access with appropriate wayfinding, lighting, safety, and other universal design standards within a half mile minimum walkshed of stations. Investments in local transit, walking, and biking access are an affordable, effective, and sustainable way to attract riders.
Focus parking investments on cost-effective, flexible, and priced solutions. We urge Sound Transit to conduct a comprehensive needs assessment for all planned parking facilities to ensure that investments are socially equitable, reflect demand, and accommodate changes in density that will occur around station areas as land use zoning and development changes over time. Parking should be priced, with revenues reinvested to improve connections for people travelling to that station on foot, bike, or transit.
Seattle Subway encourages all supporters of great transit in the Puget Sound region to include the following key points in their feedback to the Sound Transit board. Please email the board with your comments, as they are now due by Monday, May 2.
Dear Sound Transit Board Members,
Seattle Subway thanks the board for proposing a transit package that meets the scale of the need in the Central Puget Sound region. As an advocacy group favoring robust, high quality, high capacity transit investments throughout the three-county metropolitan area, we also appreciate the opportunity to provide feedback on the ST3 draft plan. In addition to our support of the principles of the Transit Access Stakeholders group to which we are a party, we wanted to provide additional emphasis on the following issues:
Grade separation in urban areas is essential
Collaboration to reduce timelines as much as possible is critical (involves Sound Transit, action by cities before the vote and community group support)
Regional infrastructure should be funded regionally
Plan for the future, and study appropriately to help the future arrive more quickly
Embrace reliable community partners
Regional Infrastructure: We should recognize that both Downtown Subway Tunnels will be regional assets. Reliability challenges, left unaddressed, will have impacts on the entire system. Train delays in the Interbay section will have direct impacts all along the Ballard to Tacoma line. Interruptions on this line during rush hour will also push overwhelming crowds–up to 100,000 daily riders–into the existing tunnel that serves Everett, Lynnwood, West Seattle and Bellevue/Redmond as riders crowd just one downtown subway tunnel. This points us to a key fact: the second tunnel in downtown Seattle is a regional asset, just as the original DSTT is (which was built and funded by King County voters in the 1980s for $455 million). Resourcing the tunnel as a regional asset can ensure funding available to resolve reliability issues north of the tunnel that will affect the entire system if left unaddressed.
Improving Timelines: We know Sound Transit staff are working to reduce timelines as much as reasonably possible. We note the following:
Ballard-SLU-Downtown is the highest ridership line in the region. Every effort must be made to get the delivery timeline without reducing quality.
Snohomish County residents have disapproved of the timeline to Everett. Their hunger for light rail immediately can be satisfied with building direct to Everett, providing initial BRT on the Paine Field loop, and constructing light rail from the spine to Paine Field at a later date. That said, an Everett alignment West of I-5 is preferable to best serve transit dependent communities. A freeway alignment has long term costs, undermining Everett’s potential as a thriving city more than the short term construction impacts of construction near denser, walkable areas where people actually live and work.
City Efforts. Sound Transit should outline specific actions that cities can take to speed delivery of projects by up to three years. If cities clamoring for light rail take action prior to June to maximize these timeline savings, then the delivery timelines of projects can reflect accordingly. Tacoma, Everett, Seattle and Issaquah all have the opportunity to make a difference here.
New Stations. While full light rail lines take time to construct, infill stations should be an early deliverable. With this in mind, Graham St station should be built much earlier and the construction of 130th St station should be guaranteed and delivered as soon after Lynnwood Link is finished as possible.
Grade Separation: The Ballard-SLU-Downtown line will be one of the highest ridership lines in America, with half the ridership in the downtown core coming from across the region. Sufficient funding for grade separation through Interbay is essential, otherwise reliability for Tacoma, Federal Way, SeaTac and the downtown core will be seriously affected. That would be a bad outcome for the entire region.
Plan for the future. We can ensure the wait for transit is even less in the future if we do the following now:
EIS study and provisional status of light rail for Ballard to UW and West Seattle to Burien. Limited spending here shaves 6 years off a future construction timelines. Additionally, given that Sound Transit projects in 2016 are coming in $240 million under budget and the FTA has granted double our expected funding for Lynnwood, we should have an executable plan to efficiently use unanticipated funding. On a package of this size, cost savings could contribute to line extensions to Burien and crosstown in North Seattle.
Alternatives Analysis on Ballard-Crown Hill-Greenwood-Phinney-Northgate-Lake City. This line serves transit dependent communities in North Seattle and the study can be completed at low cost.
Alternatives Analysis on “Metro 8” serving Belltown-SLU-Capitol Hill-Central District-Judkins Park-Mt Baker. This line connects transit dependent communities in the Central District and also connects region’s highest density neighborhoods.
Future-proof Stations for Continued Growth. ST3 will not be the last transit expansion in the Seattle area. Stations should be funded to be built with an eye for future expandability. For example, funding should be sufficient to allow a Ballard station to be expandable both East and North, as the City of Seattle has requested.
Embrace Reliable Community Partners. We support expansion of the light rail system to Issaquah, partly because reliable partners are essential to building robust system. Cities and Sound Transit (as noted above) must work together to serve the public interest. While some cities hold transit hostage, others embrace best urbanist principles in planning and in code, and do so in collaboration with regional entities. Issaquah and Redmond are examples of this latter group. Their willingness to work with and for transit will produce the best possible outcomes for the region all while reducing costs to do so. We hope Tacoma, Seattle and Everett also bring the same embrace of best practices to expedite delivery of light rail, maximize quality TOD opportunities, and continue to build the dense, walkable, accessible communities that should surround such an important transit investment.
We are excited for what is possible as part of this robust transit expansion package. We look forward to the impact this has on both economic development and quality of life in great communities from Tacoma to Everett to Redmond and Issaquah, and in Seattle itself. The board has attempted to meet the depth of the challenge our region faces when it comes to transportation. We expect the board will succeed in making many of these improvements that will improve likelihood of passage of such an important measure.
The West Seattle light rail line proposed by Sound Transit as part of the draft ST3 package will revolutionize transit on the peninsula. The proposed alignment in West Seattle is excellent, with the highest possible reliability due to a fixed 140’ bridge over the Duwamish River and no traffic crossings in SoDo or on the West Seattle Peninsula. The extension to Alaska Junction will serve more than just the area around the stations; the line will enable a major bus restructure allowing Metro to refocus resources toward improved bus service across West Seattle. This is why we advocated for the North Delridge stop and were excited to see it added in later drafts.
While rail to the Alaska Junction is a great start for West Seattle, there are still opportunities to improve the draft plan for West Seattle and the region:
Planning for a second extension from the Junction to Burien, formerly referred to as option C-13, must include funding for a complete Environmental Impact Statement (EIS) and record of decision, which would shave up to six years off future construction of this line at minimal cost. This would enable project delivery just 9 years after any future vote to fund the Burien extension. The “investment study” included in the current draft provides none of the engineering or environmental studies required to expedite construction of the line.
The draft plan for ST3 provides voter authority for “provisional projects” if additional funding becomes available in the twenty-five year duration of ST3. The Junction to Burien and Ballard/UW lines must be designated “provisional projects.” Just this year alone, Sound Transit projects will come in $240M under budget receive $600M in unexpected federal grants. Our economy is booming, and twenty-five years of growth could add hundreds of millions of additional funding to ST budgets. Let’s authorize engineering and construction of “provisional projects” now, to maximize the benefits of any savings on other projects.
Reach West Seattle as fast as possible. Did you know that if we work together, the line could be completed in 14 years or less? Here are some ways to speed it up:
-The draft plan promises rail reaching West Seattle in 17 years. As we have mentioned in the past, the City of Seattle can reduce delays in the planning process by classifying Light Rail as a “permitted use,” instead of requiring Sound Transit to apply for expensive (and slow) permits for every new line. Seattle should eliminate permitting requirements, today, so that voters are guaranteed faster delivery by November.
-Seattle should also cooperate to minimize the number of alternatives studied during the EIS process by eliminating low-quality options (like at-grade rail) that should be rejected out of hand. This can speed up the process by as much as three years–cutting nearly 20% off the delivery timeline. To achieve this win, the neighborhoods, business community, and City of Seattle must be united and unswerving in their efforts to reduce local barriers to completion. This is much preferred to what happened in the Bellevue East Link process, where infighting delayed their project completion from 2021 to 2023.
-Allow 24/7 construction. Large parts of the West Seattle alignment are in industrial areas where there would be no impact from construction after normal business hours.
-Financing has an impact on the project timelines presented by Sound Transit. If the new downtown transit tunnel is funded as a regional asset (with contributions from all the subareas that will use the tunnel), it would clear the way for faster timelines in Seattle. Seattle would be able to spend its money on lines for its own residents in West Seattle, rather than subsidizing riders from the other subareas.
Transportation problems in West Seattle largely stem from a lack of access and resiliency. Entry points to the West Seattle bridge are clogged during rush hour. Whenever there is a disturbance anywhere near the bridge, it also causes a cascading transportation nightmare. The Link extension to the Junction will be a great step toward solving both of those issues, but not the final step. Join us in urging Sound Transit and the City of Seattle to improve the final plan for West Seattle.
How can you help? Please do any or all of the below!
Encourage community, business and neighborhood groups of which you are a part to support the best practices above to fast-track light rail in Seattle. It can only help us solve our transportation mess and get light rail to your door faster.
Light Rail to Everett will provide a fast and reliable transportation option in a corridor where congestion is currently getting worse to the tune of a minute every three months. Business and political leaders in Everett have long favored a detour to Paine Field over a more direct line to Everett, in order to serve the Boeing Industrial Center and Paine Field, which is expected to have passenger air service in the future. We agree that ST3 should provide rapid transit to Paine Field but it is clear that the current Paine Field detour has unacceptable time impacts on transit riders, and the alternatives are much better for Snohomish County.
The Paine Field alignment would add nearly 10 years to the schedule for delivery of light rail to Everett. Once constructed, the detour would add 13 minutes to a trip from Everett to Seattle (and add fifty cents to the distance-based passenger fare). Further, the sprawling nature of the manufacturing center the Paine Field detour attempts to serve has so many “last mile” problems that most employees will continue driving to work, with or without light rail.
A better alternative for Everett
Build a direct rail alignment with a junction for later rail expansion to Paine Field. This is a similar setup to both the Oakland and San Francisco airports, which have 3 and 14 times, respectively, the air traffic that is anticipated at Paine Field.
Serve the Boeing Industrial Center with a robust BRT connection integrated into Community Transit’s popular Swift network, including Swift II, which is scheduled to begin serving Paine Field in 2018. Since the Boeing Industrial Center is so vast and dispersed, a combination of BRT routes would serve it better than a single rail stop. While the precise alignments require further study, BRT could allow new connections from downtown Mukilteo’s ferry dock and Sounder Station, through Paine Field, to the light rail “spine.”
This option would:
Reach Everett up to 10 years before an alignment with a Paine Field detour;
Reduce the length of trips to Everett by 7-13 minutes, while providing better service to dense South Everett destinations that will increase light rail ridership;
Serve more areas of the Boeing Industrial Center than the Paine Field detour would allow; and
Allow future extensions of light rail to Paine Field if and when commercial air service increases in the future
Sound Transit should also seek to move as much of the line to the west towards highway 99 as possible. This will increase the transit oriented development potential and serve more existing population centers and better serve transit-dependent riders.
Please join us in supporting this alternative plan, which provides the greatest benefits for Snohomish County and the region.
How can you help? Please do any or all of the below!
Attend the Everett Open House, TONIGHT, Monday, April 25th, from 5:30-7:30, with a presentation at 6pm. IMPORTANT: Transit opponents are organizing for this meeting. You can support the pro-ST3 side by showing up.
Encourage the community, business and neighborhood groups to which you belong to support light rail expansion to Everett and BRT to Paine Field. This plan will help us solve our transportation mess and get light rail to your door faster.
This evening, Sound Transit will be holding the first of its open houses on the ST3 draft plan. Being in Ballard, a key point of discussion will be the downtown to Ballard light rail extension. Ridership on the 7-mile line from SODO to 15th and Market in Ballard is going to be very high, with a projected 114,000 to 144,000 riders from across the entire region. How significant is this?
Imagine moving the entire population of Bellevue along this corridor every weekday. In fact, these 7 miles of track would carry more passengers than the entire 69-mile MAX system in Portland or 58-mile light rail system in San Diego. It is equivalent ridership to LA’s busiest (17-mile) line and competitive with major corridors in SF’s BART, where 423,000 riders are split between 5 lines. The ridership between Westlake and Ballard alone (60,000-74,000 riders) is higher than many lines in the above cities. Only select subway lines in Boston, Chicago, DC and New York have clearly higher ridership than what ST is proposing to build in this 7-mile section.
Sound Transit is preparing to construct a second serious subway line through Seattle in ST3. Such a workhouse route requires high quality rail, which admittedly come at a cost. Though ST is not deciding precise alignments prior to the vote, the representative alignments they do choose (for budgeting purposes only) may effectively eliminate certain alignment choices due to budget restrictions. Therefore, doing the right thing on this corridor requires a few changes to the current ST3 draft plan. Here is your guide to key points of feedback to Sound Transit for the Ballard corridor: Continue reading “Ballard to Downtown Must be Done Right”
We appreciate the careful attention the Seattle Transit Blog, riders, and advocates are giving to how service is performing since we implemented the major restructure in Northeast Seattle. We’re watching closely, too, listening and logging customer concerns about specific overcrowded trips, or gaps in service riders would like us to address, and analyzing ridership and performance data that helps us operate the system.
With this restructure, Metro focused on improving service in areas and during time periods with greatest demand. On routes affected by U-Link integration, ridership on Saturdays and Sundays is about half and one-third of ridership on weekdays, respectively. The changes made are consistent with Metro’s Service Guidelines and were made in concert with service investment choices made by the City of Seattle using Proposition 1 transit funds.
Our work has only begun. Given the extent of this service change, Metro anticipated that refinements would be needed following the service change and set aside a reserve of service hours for this purpose. Metro is monitoring customer feedback and has been observing routes that we’re hearing about in key locations where we know passenger loading could be at its highest point. Once we’ve seen a consistent pattern of crowding, we’ll make adjustments as soon as possible and as resources allow. Although our first priority will be to address overcrowding, we may also be able to address limited gaps in the span of service as well, again as resources allow.
Adopting a template used by writer Zach Shaner, the updated table below lists the earliest trips at each location noted in Zach’s table, before and after, and the routes. It shows how Metro service was maintained at each of the specified locations. It also illustrates improvements as a result of including all the routes that serve each location, namely Routes 62 and 76, which do not provide service to the U District but do provide early morning one-seat rides to downtown Seattle. Route 62 is a new route providing a one-seat ride to downtown Seattle every 15 minutes or better, seven days-a-week from many NE Seattle neighborhoods, including Sand Point, Wedgwood, Ravenna and Roosevelt.
There are concerns in the story that some trips have become harder. In each case, we have identified that riders have alternatives to the service that was previously available.
“Early morning weekend trips from Wedgwood/Ravenna to the UDistrict via Route 65 (20 minutes later on Saturday and Sunday) and Route 71 (90 minutes later on Saturday and no Sunday service).” Historical demand in this neighborhood and time of day is limited. For example, in Fall 2015, the first trip on Route 65 had a maximum load of 12 riders. Those destined for downtown from Wedgwood/Ravenna on weekends will have service as early or earlier than before on Route 62, as shown in the table above.
“Early weekend trips to SeaTac Airport via Link.” Riders can take early morning service on Routes 41 or 62 to transfer to Link downtown. On Sundays, Route 62 will come twice as often as Routes 65 or 71 before the change.
“Sunday trips to Downtown via Link and Routes 8, 65, 67, 75, and 372, all of which require bus/rail transfers at 30-minute headways.” Residents in Sand Point, Wedgwood, Ravenna and Roosevelt who are destined for downtown will have service as early or earlier than before on Route 62, as shown on the table above. Route 62 provides a one-seat ride to downtown and does not require a transfer to Link. Sundays on Capitol Hill, Routes 10, 11 and 12 provide direct trips to downtown Seattle before the first trip on Route 8. Also, Route 8 was improved to operate every 20 minutes between noon and 7 p.m. on Sunday.
In a similar fashion, here is a revised frequency table reflecting service frequencies at the same locations as the table above, before and after Metro’s service change.
Again, we appreciate any and all feedback about the changes implemented on March 26. We welcome readers of Seattle Transit Blog to submit comments and suggestions to Metro Customer Service at 206-553-3000.
When most Seattleites saw the draft ST3 plan that Sound Transit released on Thursday, they were taken aback. 22 years to get to Ballard with a long section at-grade? 15 years to get to West Seattle? None of the other extensions we need? Seattleites were expecting more out of a $50 Billion dollar regional plan. Upon further review of the draft ST3 plan, however, Seattle Subway believes that we’re really not that far away from a plan Seattleites can get behind.
Here is how to fix it:
1. Expedite the construction of light rail in Seattle.
The biggest criticism of the proposed package that we’ve heard from Seattle voters and our supporters is the glacial pace of construction to Ballard and West Seattle. Sound Transit must do everything it can to expedite the construction of light rail in Seattle, including the elimination of projects that do not contribute the same benefits to mobility in Seattle. The line to Ballard is the single best project in the package, by every possible metric (Ridership per dollar? Check. Potential for Transit Oriented Development? Check. Potential for federal funding? Check.). Seattle voters will not support a package unless they will live to ride the rail.
2. Make Ballard to Downtown fully grade separated.
Once light rail is constructed at-grade, our city will be stuck with a flawed system, forever. Delays from our existing stretch of at-grade rail ripple throughout the system and limit the future capacity of rail through the Rainier Valley. All new light rail must be constructed with grade separation. This line, in particular, needs to be built to the highest quality possible. The high range ridership estimate for Ballard to downtown is 145,000 riders per day, which would mean:
-Ballard to Downtown’s daily ridership will be greater than the entire population of Bellevue.
-Ballard to Downtown’s daily ridership will be equivalent to the entire Portland MAX system.
There are those who believe the debate over light rail in Seattle began in November, 1851 with the landing of the Denny party at Alki. Seattle Mayor Bertha Knight Landes (1926 – 1928) created a committee of businessmen to study rapid transit. However, most point to the defeat of the 1968 and 1970 Forward Thrust bond issues as the time when mass transit became political road-kill for a generation. Seattle’s federal match went to Atlanta to build MARTA.
How far we have come. Since 2009 thirteen stations have served thousands of passengers every day (currently over 36,000 boardings a day), and we’re just getting started! This week we celebrate the completion of stations on Capitol Hill and Husky Stadium, and soon, South 200th. This second round of station openings is a game changer. A person on Capitol Hill will be able to get to the University or Downtown in five minutes by light rail! A UW student can live in Des Moines and get to the University on LINK.
As the Sound Move package essentially completes its mission this year, I’d like to share one perspective on the prickly history of our region’s debate, its starts and stops, and the challenge of building consensus on our path to light rail.
I got involved in 1988, co-sponsoring an advisory ballot asking King County voters whether to build a light rail system to open in 2000. Nearly 70% said yes and it broke the political logjam.
After several more years of planning and the creation of the Central Puget Sound Regional Transit Authority in 1993, the first vote to fund Mass Transit in 25 years was scheduled for a March 14, 1995 special election. In addition to Commuter Rail, the RTA plan contained a surface light rail system connecting Tacoma to Seattle, north to Lynnwood and east across Lake Washington on I-90 to Bellevue and Redmond.
That measure went down to defeat and history repeated itself – mass transit once again was treated by many politicians in Olympia and the region as political road kill.
Despite a close outcome, the votes were not evenly distributed. Seattle overwhelmingly passed the measure – but the rest of King, Pierce and Snohomish Counties voted no. Some say that Prohibition would have polled better than the RTA did in Everett. Politically it was necessary to show broad support, not just from a Seattle-dominated electorate.