Light rail tracks running toward Northgate Transit Center (Lizz Giordano)
Lynnwood Link Extension (Sound Transit)
Light rail tracks now snake north along I-5, more than a year and a half after Sound Transit broke ground on the Lynnwood Link Extension. Stations take shape as crews place girders for light rail’s long-awaited descent into Snohomish County.
In late May, crews installed the last of the 188 columns that line the 8.5-mile Lynnwood Link Extension. Girder spans are 75% complete, with 94 of 126 in place. Sound Transit projects daily ridership along the four-station extension could reach 55,000 just a few years after opening in 2024.
The track towers over I-5 as it rollercoasters its way from Northgate to the first of two stations in Shoreline. A provisional station at NE 130th, part of ST3, will eventually bridge that gap.
In 2014, Seattle residents voted 62% – 38% to raise taxes to prevent cuts to King County Metro Transit Seattle routes after a Countywide transit measure had failed just months before. A rebound in County revenues has allowed Seattle to instead use the money to add more transit service and ease overcrowding.
As the measure is set to expire at the end of 2020, Seattle is looking to partner with King County to pass a region-wide transit measure.
“Every time we add a new bus we get a bus and half worth of people that want to ride,” said Seattle Councilmember Mike O’Brien in an interview with the Seattle Transit Blog. “We don’t have to convince people to ride transit, we just have to deliver it and they want to use it.”
The measure generates about $50 million a year through a $60 annual vehicle license fee and 0.1% sales tax. That influx of cash pays for roughly 270,000 hours of additional bus service annually.
“When we did it the first time, a few years back, we intentionally set a relatively short-term horizon because partners throughout the County had said, ‘we know we failed in April, but please don’t foreclose Seattle joining with the rest of the County at some future date,’” O’Brien said.
And if the County does want to partner with Seattle on a future transit measure, O’Brien wants to support it.
“There are transit needs throughout the entire county, and Seattle voters are very pro-transit,” O’Brien said. “There are some very transit-dependent communities outside the city of Seattle that would really like to see more transit and they could use the help of Seattle voters to carry a county-wide initiative.”
During Claudia Balducci’s first campaign for Bellevue city council in 2003, she was cautioned against using the words “light rail,” advised instead to say “high capacity transit”. But looking back, Balducci said, city sentiment was already shifting.
“By 2008, people who were running had to be in favor of light rail to be a credible candidate,” said Balducci, who currently represents the sixth district on the King County Council and served on the Bellevue City Council from 2004 and 2015. “So even the people who were less enthusiastic about it would say on the campaign trail, ‘Yes, I support light rail,’ because it had come so far in public support.”
That support was apparent when 56% of Bellevue residents approved the 2008 ST2 package, which will bring light rail and six stations to the city by 2023. Ironically, Bellevue would soon acquire an anti-light rail reputation as a dramatic years-long battle over the downtown alignment unfolded. But even before the measure passed, councilmembers and city staff were already beginning to reimagine large swaths of the city, starting with the Bel-Red area, with light rail in mind.
“We saw light rail not just as the other mode of transportation, but really as an economic engine,” said David Berg, director of Bellevue’s Transportation Department. “It’s an economic development driver.”
Future TOD near the Capitol Hill Light Rail Station Credit: Gerding Edlen, Capitol Hill Housing, Hewitt, Schemata Workshop and Berger Partnership
This spring, construction will finally begin on four seven-story mixed-use buildings above the Capitol Hill light rail station. Though an ideal place to build transit-oriented development (TOD), the land has sat empty since the station opened in March 2016. When the buildings are completed, probably sometime in 2020 according to Capitol Hill Seattle, 428 new housing units will be added to the light rail station walkshed. Of those new units, 41% — 176 of them — will be considered affordable housing.
Sound Transit is in the final stage of updating its TOD guidelines that the agency says will make TOD an integral component of transit project planning and delivery, and could support bringing new development online when transit stations open, rather than years later.
The ST3 plan requires the agency develop and implement “a regional equitable TOD strategy” and offer at least 80% of surplus property first to projects for families making 80% or less of area median income (AMI). The agency, which has until May to update its TOD policy, released a draft at the March 22 board meeting.
The draft policy declares goals such as “encourage [the] creation of housing options near transit with priority given to affordability” and “increase the value and effectiveness of transit by increasing transit ridership.” To reach those goals, the proposal lays out a specific set of strategies.
However, affordable housing advocates, who called the draft policy a step in the right direction while addressing the board Thursday, urged the agency to include specific housing goals in the TOD policy.
“While the statute sets a target over the entirety of the ST surplus properties, it would be beneficial to outline how these targets will be met,” said Angela Compton, an outreach coordinator with Futurewise. “Being transparent about this approach would provide a clear understanding of what ST is trying to achieve through this process.”
LimeBikes lined up outside the UW Station Credit: SounderBruce
As the colorful dockless bike-shares, which began operating last summer in Seattle, stray past city boundaries, some suburban cities want to come along for the ride.
Bothell was the first suburb to issue permits for bike-share companies after bikes began popping up around town, most likely propelled north by the Burke-Gilman Trail. And now Bellevue is set to launch its own dockless bike-share pilot this May.
The city is starting small, permitting only 400 bikes at the pilot’s launch (roughly one for every 350 residents), and is only allowing e-bikes, which Bellevue says will “make the service accessible to a wider variety of potential users.”
Taking lessons from Seattle, where some dockless bikes are being improperly parked and blocking sidewalks, Bellevue’s pilot establishes bike hubs, using paint and racks, to identify preferred parking areas. Operators will be required to offer incentives, to encourage riders to use the hubs, and disincentives, to keep people from parking the bikes improperly. Geofencing will be used to keep bikes from being left in the middle of parks.
The city is laying out strict guidelines for rebalancing bikes nightly which the city says will “facilitate the convenient provision of bicycles where people want them while maintaining orderly and accessible public space and minimizing impacts to private property.”
With over a quarter of blocks missing sidewalks and a backlog of street projects, the city is contemplating adopting a transportation impact fee as a way to help pay for new infrastructure needed to handle growth.
Last week during a meeting of the Seattle Sustainability and Transportation Committee, Councilmember Mike O’Brien instructed city staff to begin developing a transportation impact fee schedule for these one-time charges paid by new development.
Impact fees were authorized by the 1990 Growth Management Act, and today most urban jurisdictions have adopted some kind of impact fees for roads or parks. The City of Sammamish has adopted some of the highest transportation impact fees, charging new single-family homes close to $15,000.
Seattle has considered impact fees for years. A 2015 staff report recommended further study of park and transportation impact fees, but competing priorities delayed the work. Councilmembers sitting on the Sustainability and Transportation Committee received an update on the progress last week.
These funds must be used within ten years of collection and spent on projects that provide capacity for future growth. Impact fees cannot be used to pay for existing deficiencies, but they can be used for transit or greenway projects, according to Kendra Breiland, a consultant from the firm Fehr and Peers.
“When you start thinking through all these parameters, many cities have started moving towards recognizing they can spend these funds not just on those traditional auto capacity projects, but we can spend them on much more multimodal projects,” Breiland told the committee.
She said transit projects could include off-board fare payment, transit signal priority, rapid ride corridors, in-lane bus stops or curb bulbs.
Preparing for high capacity transit along SR 522, Kenmore established a Transit Oriented Development district steps from the existing Metro Park and Ride. Credit: Lizz Giordano
Years before many other Sound Transit 3 projects even begin construction, bus rapid transit will be moving commuters along SR 522 between Woodinville and the future Shoreline light rail station at 145th St.
The BRT project, one of the early deliverables in ST3 and anticipated to open in 2024, might not have materialized without a push from residents and elected officials along the corridor. Not wanting to be left out of the third phase of transit expansion, a coalition from Woodinville, Bothell, Kenmore, Lake Forest Park and Shoreline attended Sound Transit meetings asking for better transit options.
“We weren’t slated to get anything out of ST3. We were not on Sound Transit’s radar at all,” said Mark Abersold, a resident of Kenmore who joined the five-city coalition. “We eventually want light rail in Kenmore, so we campaigned to get increased bus service and a light rail study.”
Abersold said it was Kenmore’s Mayor, David Baker, and city staff who recruited residents and nearby cities to join the BRT campaign.
“We knew Kenmore all by itself wouldn’t be a loud enough voice, so the city took the lead and created a coalition of five cities,” said Rob Karlinsey, Kenmore’s city manager.
The Advisory Group listens as Sound Transit presents comments received during early scoping for the West Seattle and Ballard Link Extension. Credit: Lizz Giordano
Residents are thinking big, and some of the proposals Sound Transit received during the early scoping period for the West Seattle Ballard Link Extension (WSBLE) could strain the ST3 budget.
ST presented the comments during a meeting of the WSBLE Stakeholder Advisory Group Wednesday night.
West Seattle residents are pushing hard for a tunnel — rather than an elevated track — as the alignment enters the West Seattle Junction, with some residents offering to eliminate the station proposed at 35th/Avalon to pay for the underground alignment.
“Don’t forget that you are building this for not only a generation but for centuries. An eyesore now will be an eyesore forever and tunneling is a much better option,” one commenter wrote.
Ballard overwhelmingly rejected the idea of a movable bridge over Salmon Bay, which residents pointed out could cause delays and impact reliability of the Link system.
“The fact that a bridge of any kind is being considered is ridiculous. The fact that it’s a *drawbridge* for a *rail system* being considered leaves me dumbstruck. This is a rail system in a booming metropolitan area that needs speed and reliability in its infrastructure. Even considering such a thoughtless, half-baked idea of a drawbridge terrifies me about the management at Sound Transit, even as a fervent supporter of Sound Transit,” one comment read. “If it’s not underground, don’t bother spending the money.”
Meanwhile, residents of First Hill want to see the Midtown station located east of I-5 rather than closer to existing stations.
One commenter argued that “Midtown station will be best located near the base of First Hill. A new downtown station at 5th & Madison does not add much new service area. An underground station at 8th & Madison could serve Virginia Mason, Harborview, the Convention Center, and high-density residential neighborhoods without adding much length to the line.”
Kenmore wants to bring a new mix-used development to the shores of Lake Washington and eventually replace the cement and asphalt plants.
Credit: Lizz Giordano
Home to one of the last remaining industrial ports on Lake Washington, the city of Kenmore longs to shed its manufacturing past and cultivate a new identity. Nestled at the top of the lake, the bedroom community wants to give passers-by a reason to stop.
“Rather than just fixing potholes and writing traffic tickets, we wanted to be about building community and getting people connected to each other,” said Rob Karlinsey, Kenmore’s city manager.
To do that, the city became a developer. Several years after incorporating, Kenmore bought a dilapidated 10-acre lot and resold the land after placing certain conditions on the parcels. A couple of economic cycles later, Kenmore’s new town square is taking shape — a year-round community space, 300 units of multi-family housing, and a medical clinic replaced an abandoned park-and-ride lot and a run-down grocery store.
“The new town square area is giving Kenmore something residents never had before, which is a place for people to gather,” said Mark Abersold, a current resident who moved to the city six years ago.
“We are hoping for a ripple effect that will be a catalyst for more redevelopment,” Karlinsey said, proudly showing off the new town square to the STB.
Commuters face a collision of multiple transportation projects in a small place at one time. While delay of the Washington State Convention Center Addition project offers a slight reprieve, when buses do leave the tunnel sometime in 2019, the One Center City (OCC) plan is intended to keep buses, people and cars flowing through downtown during the “period of maximum constraint.”
After spending more than a year planning, the OCC group missed its goal of having a final mobility plan with near-term and long-term recommendations completed by December 2017. Though scheduled to meet monthly, the OCC Advisory Group hasn’t met since last September.
Nor has the city begun implementing the near-term recommendations released last September by the group. Those recommendations include installing a cycle track on 4th Avenue; shifting more buses to 5th and 6th Avenues; and converting 3rd Avenue to an all-day transit-only street.
This recent pause in the One Center City planning has transit advocates worried that time is running out to implement strategies that might lessen congestion and improve mobility. Continue reading “One Center City Plans Delayed”
