Everyone involved regrets Friday’s rather long Link outage after the Apple Cup. Coming after a major sporting event and shortly after new stations opened, there were probably quite a few new riders who said “never again,” and that’s sad.Continue reading “For the lack of an announcement”
- The Point Defiance Bypass ($) is back
- Poll says multi-use streets are popular in Seattle
- Herbold still trying to kill the Center City Connector
- Poll says multi-use streets are popular in Seattle
- Herbold still trying to kill the Center City Connector; problems mounting for the existing streetcars
- Community Transit starts on its 2024 restructure
- I am pretty excited about digital ads in sterile light rail stations, quite aside from the revenue
- Early scoping for extending Link to Everett
- Kitsap Transit service changes on November 29th
- Metro planning $67m for South Base electrification
- $75 for blocking the box
- How to fix the ferries ($)
- Free transit extended from Seattle public high schoolers to middle school, as well
- Sound Transit cancelling runs due to operator shortages
- This is a good report on light rail resentments in the Rainier Valley, but I wish Lizz had observed that ST is, in fact, building surface rail in Bellevue
- Trains running in Bellevue this month
- Ben Franklin Transit (Tri-Cities) is going to need a new General Manager
- Cascadia HSR as decarbonization has strong “now, more than ever” vibes
- An extra ferry ($) on the San Juans run
This is an open thread.
If you’re an organization that works with populations eligible for free bus tickets, you can apply to distribute them in 2022. Apply here; the deadline is November 30th.
There is a pool of $4m in tickets at face value. Of course, to the extent that this doesn’t displace fare-paying ridership, there is no actual budget impact to distributing as many of these as possible.
Over 10 years ago (!) I wrote that rebuilding a short road near Bellevue College to support buses would straighten multiple Bellevue trunk routes and save millions in annual operating expenses. I’m pleased to announce that the project has now reached the municipal hype video stage:
Today, the 221, 226, 245, and 271 all travel in this corridor. The project page suggests that these trips could save about 6 minutes by taking a more direct route that avoids multiple turns.Continue reading “Streamlined Bellevue College service may really happen”
Maybe we can back to weekly roundups soon…
- Name the new ferry
- Metro’s new real-time info signs
- Comment on Kent/Des Moines TOD through Nov. 15
- Results from giving out ORCA cards
- Seattle Council fighting over the CCC, again; plus, carshare regulations
- Children’s is hiring a transportation planner
- Lake Forest Park “wins” battle to extort stuff out of Sound Transit using permitting authority, but the garage is pushed back to 2046
- West Seattle Link DEIS punted to early 2022, because it’s all about “consultation” instead of building the damn thing
- ST donates Rainier Valley lots for development
- Ventilation in Link cars
- Potential Everett Transit merger still moving along
- Another quarter of tweaks to relieve the pain of West Seattle
- Seattle Council struggles to fund bridge repairs
- Cracking down on West Seattle Bridge violators
- Spokane’s BRT opening slides to July 2023
- Saying Anderson Island would “wither and die” ($) with fare increases seems excessive
- Federal Railroad Administration sticking with existing crewing rules
This is an open thread.
Last Thursday’s Rider Experience Committee meeting featured an update on the parlous state of the Downtown Seattle Transit Tunnel’s escalators. While the overall system has recovered from some early hiccups with the three new stations, the current snapshot* shows 1 elevator and 13 escalators out of service, all in the DSTT. This involves all four stations, which have 36 escalators in total. None of these have an official repair date.
Deputy Director of Vertical Conveyances John Carini reports that four of these outages are due to “water intrusion” issues and they hope to recover these by mid-November. A source reports that the narrow street-level up escalator for the NE corner of Pioneer Square is among these four.Continue reading “DSTT escalators still a problem”
Regular Link riders might notice that real-time arrival information did not, in fact, come back with the Northgate stations as promised in September. ST’s John Gallagher says that “While the system was accurate the majority of the time, when it was wrong, it was really wrong.” It would cost “a significant amount of money” to correct these problems.
On the other hand, I saw real time data on the signboards at Westlake on Sunday, so maybe they’re under-promising and engineers have hacked something together?
Regardless, the good news is that ST’s PIMS program is set to wrap up in Quarter 2 of 2022, so the next-generation system will be here soon enough that it’s not worth it to patch up the old one. The result of an RFP in 2018, in 2019 ST shared some early mockups (at right in the picture above) and projected it to be ready with East Link. It appears we’ll get these many months early.
Bruce Nourish joins me to discuss a bunch of stuff.
- (0:00) Hot takes on the election; we basically agree on all issues and then vote in opposite ways. Warning: we go way off-topic beyond transit and land use, to where we probably know less than you do. So skip ahead if this will just irritate you.
- (32:15) On STB’s long hiatus this year
- (35:10) Transit advocacy and journalism in 2021 (Katie Wilson’s fares op-ed)
- (46:00) Martin and Bruce’s pet issues going forward (Martin’s misinterpreted legislative agenda piece)
- “Pingo” Microtransit in Kent
- STRide lines will open in 2026 and 2027
- New bus to Portland ($) on high-traffic days
- Pierce Transit expanding its “Runner” microtransit to the Port
- Bike helmet law may be on the way out
- PSRC allotment of Federal transit subsidies more contentious than usual
- Local businesses vs ped/bus improvements
- A new website for Everett Link
- Dow putting more money into bus electrification
- Metro sued over hit-and-run
- Long after it was supposed to be done, RapidRide G construction ($) finally about to start
- The Victoria Clipper is back
- Streetcars to Fremont? Magnolia!?!
- Double tracking in Edmonds (2023)
- HOV snitch line is closing down
- All Aboard Washington has a new vision map
- In case you don’t know what local treasure Mike Lindblom looks and sounds like
- Electric buses have teething troubles ($)
This is an open thread
One day I’ll catch up to the present…
- More security on Metro
- New ST bus base will be at Canyon Park
- USDOT approves $3.84 billion loan for ST, will save $500m in interest payments
- It would personally benefit me, but the land use around this spot is not all that promising for a Link Station; best to mourn First Hill instead
- A good year for bike lanes ($)
- See Sound Transit’s latest Transit Development Plan
- Lizz says Vision Zero is a long way off
- PT’s Stream BRT already watering down
- Seattle expanding street-level uses
- Kyte is yet another choice to only have a car when you need one
- SDOT finally figuring out that road construction needs more bus lanes, not fewer; now tell WSDOT
- Lindblom tackles the question of high rail construction costs ($)
- Broad support for regional high-speed rail
- Yard in Bellingham launches a hydrogen-powered ferry
- Still talking about Spokane light rail ($)
- A Bellingham-Friday Harbor foot ferry?
- “Environmental” rules actually used to thwart environmentally useful projects
This is an open thread.
Sound Transit 3’s cost explosion has forced the politicians in charge to make tough decisions that displease constituents. In the ‘realignment’ endgame, Mayor Durkan produced a “cost savings amendment” to create regular reports about costs, hire outside consultants, and tell the Board “where any delays in these pre-construction activities are likely to trigger a delay in the final delivery date of any project” (see page 7 of this).
The last bit is especially rich from a Mayor whose office ignored Sound Transit’s pleas to quickly produce a single preferred alternative from West Seattle to Ballard, instead blowing it up into dozens of combinations (still unresolved) and picking entirely new fights like a very deep station under Chinatown that raises costs and worsens transit outcomes. Indeed, the City is still pining for an added revenue options to chase its dream of a tunnel to West Seattle, that, again, raises costs and does not improve transit outcomes — unless process mismanagement has erased the cost difference.
I have no doubt that a project spending over $54 billion in year-of-expenditure dollars will have some suboptimal line items a consultant can flag. With luck, that consultant might even pay for itself. But the effort to close the budget gap by eliminating waste, fraud, and abuse isn’t nearly ambitious enough. The real savings is in treating Sound Transit like a transit project instead of a vessel for a series of community objectives. A change in mindset from relevant leaders would be useful, but ultimately legislation in Olympia is necessary.Continue reading “Fixing ST’s costs requires a legislative agenda”
[UPDATE: the John Lewis Bridge was a hypothetical example, but SDOT would like me to say that it was a minor miracle it opened as soon as it did. Point taken.]
When U-Link opened in 2016, trains operated after a 9am opening ceremony and about $858,000 in additional festivities. This of course brought out the bad-faith complaints ($) from anti-transit people pretending not to understand marketing. But they did us a favor: Sound Transit should just operate things when they’re complete.
For last weekend’s big event, die-hards showed up for the first 4:51am departure before any formal event. At a more reasonable hour, the U-District business community did a great job of providing all the lookie-loos like me something to do. And it was fine.
More than that, transit’s purpose, to give people better alternatives, was fulfilled that much faster. Certainly, someone had an easier commute or airport trip because the train didn’t wait a few hours for a ribbon cutting.
This lesson is more broadly applicable: certainly the John Lewis Bridge, if SDOT had opened it a few days early, would have improved access to the Northgate Transit Center that was already there, instead of waiting for the ribbon cutting Saturday. So why not open it?
I’ll take it even further: whenever East Link is ready, they should start operating it. Perhaps Metro will have the flexibility to implement a service change at that date instead of their usual, collectively bargained changeover, or not. But even if the supporting bus service has to follow a bit later, fast high-capacity transit to the Eastside can start helping people immediately.
Saturday’s Link opening was the largest product of 2008’s Sound Transit 2 vote to date. In the 15-year package envisioned at ballot time, Northgate opened about a year late, Lynnwood and North Federal Way are scheduled to do the same, and East Link will lag by no more than two years. Given a Great Recession and Bellevue’s wrangling over the route through downtown, that’s an astonishing record unlikely to be matched by Sound Transit 3 or other large American transit projects.
As someone who got his start in transit advocacy around the time of ST2, on Saturday my thoughts turned to many of the friends and STB colleagues I met at that time. Thousands of people made Saturday happen, activists and politicians and staff and (obviously) building trades. But my thoughts also turned to the two people that, in my opinion, are most to thank for the new reality that arrived on Saturday.
The first is Joni Earl, who as CEO through 2016 got Sound Transit to a place where it could even contemplate a Sound Transit 2, and later took those projects through some of the most risk-laden stretches. The second is former Seattle Mayor Greg Nickels, who in the aftermath of the failed 2007 vote bashed heads together to go again in 2008, and then worked hard to pass it.
I was glad to see that both were able to be at the VIP function October 1st. I can only imagine the quiet pride and satisfaction they deservedly feel.
Some things we didn’t mention over July:
- Mike Lindblom investigates all those broken escalators ($); over two months later, at least three of Pioneer Square’s are still broken
- County Council approves the final alignment for RapidRide J (Eastlake)
- Kitsap Transit piloting app-based on-demand bus service on Bainbridge Island
- Kitsap weekend service coming back
- Community Transit’s Transit Development Plan
- Farewell to BoltBus ($)
- Katie Wilson’s thoughtful proposal for free transit
- Say it ain’t so: Dongho Chang moving to WSDOT
- New rail cars ($) for Amtrak Cascades?
- Another scooter share is coming
- Anytime you read “Gee, look at all the cranes” — remember, it isn’t nearly enough
- Amazon offers $170/month to bike to work
- Pittsburgh has one app for all transportation
This is an open trhread.
ST announced yesterday that CEO Peter Rogoff “did not foresee remaining in his role” and will step down in the middle of next year. PubliCola reports that Executive Constantine, Councilmember Balducci, and Mayor Durkan had all expressed concerns about his performance.
Important things can happen in the remaining months. However, friends of Sound Transit will likely remember his tenure, dating to 2015, as presenting high highs and low lows. Hired from the Federal Transit Administration, he was advertised as the key to winning Federal grants. It’s hard to measure that promise against the counterfactual of someone else running things.Continue reading “Rogoff out in mid-2022”
It’s been a few weeks since we’ve had real-time arrival for Link. ST’s John Gallagher says that it’s because Northgate testing doesn’t conform to the schedule, and the software isn’t flexible enough to accommodate that.
Next train times should be back on October 2nd — and more accurate, as the end-of-the-line problems move from Capitol Hill to Roosevelt.
Some highlights from June that we never mentioned here:
- As you probably noticed, Link frequency is back to its long-term level, though headways through the Rainier Valley may never return to 6 minutes
- Lizz asks if transit ridership will come back
- Pierce gets a state grant for on-demand service to the tideflats and Port of Tacoma
- Whatcom and Skagit Transit are back to normal
- Intercity Transit, too
- So much stuff coming to Northgate
- Microtransit coming to Lynnwood ($)
- Tacoma Link fares coming in 2022
- Everett Transit inching toward merger ($) with Community Transit
- Metro Operator of the Year Mary Hopson
- Maintenance Employee of the Year Bart Hedlund
- Ferry fares going up Oct. 1 ($)
- Seattle starts using TBD to just give out ORCA cards
- Oil train derailment was sabotage?
This is an open thread.
Many of us have tried to forget the historic heat of Late June. Sadly, even Link trains had to reduce speeds. Areas south of the DSTT ran as slow as 20mph and caused delays of 3-10 minutes. This surprised me: elsewhere, Light Rail often operates in temperatures well in excess of Late June’s. ST’s John Gallagher explains:
There are basically two things going on. One is that extreme heat can cause the rails to expand and change shape. The other is that the turnbuckles that keep the overheard catenary wires taut can expand, causing the wires to sag a bit. Out of caution, we operate Link at lower speeds when it’s very hot to ensure that neither of these problems interfere with service should they occur.
Mr. Gallagher says that ST has already added air conditioning to substations to make them more resilient. New track extensions include a spring system on the overhead wires to replace the balance weights on the original track, which should improve heat resistance. He adds that ST will conduct a review to see if there are other changes necessary for a warming world.
Without overreacting to a single instance of record heat, all trends suggest that there are more and more extreme heat events coming, and ST should look to mimic systems like Phoenix that already deal with those conditions.
Sound Transit 3 is not going to match the stellar project delivery record of Sound Transit 2 barring a bailout from another government or the economy. In attempt to understand the cost estimation failures that got us to this point, on June 24th ST accepted the report of consultants asked to investigate why (report, slides, video).
The report points out parts of ST’s own cost estimation methodology that it did not follow during initial project estimation in 2015 and 2016. In particular, ST did not seek a second opinion on costs and did not sufficiently invovle its own Real Estate division in determining acquisition costs.
It’s a long report and hard to summarize. It identified eight key drivers of the increases between “phase 1” and “phase 2” estimates, and was able to assign a subjective importance to five of them:Continue reading “Sound Transit seeks to understand cost failures”
On June 24th, ST Board Chair Kent Keel presented a proposed “realignment” plan that pushes back projects to account for dramatically inflated cost estimates (video, materials). This is a “starting point”, in his words, but we are past the point of staff-driven alternatives and indecisive argument about principles and priorities.
Virtually all projects have suffered roughly 2 years of Covid-related planning delay. Tier 1 projects are full-speed ahead except for that. Tier 2 projects will execute planning and right-of-way acquisition on schedule, getting them to “shovel-ready” as quickly as possible in case more money comes in. But the plan assumes up to 4 years of delay waiting for money to accumulate (for a total of 6). Tier 3 doesn’t pause until after purchase of “strategic ROW”, with up to 9 total years of delay. ST would pause Tier 4 immediately, leading to at least 10 years of total delay. The end of ST3 moves from 2041 to 2046 — a 30 year program.
If realignment skeptics like Dow Constantine are right, and revenue increases more than models currently say, we could expect all of the light rail and Stride to see no more than the current 2-year delay.Continue reading “Realignment grinds towards a conclusion”