Community Transit has put out a set of options for its upcoming Lynnwood Pilot, with the aim of improving mobility around popular destinations in Lynnwood. The options include two microtransit routes, and a community van program. Community Transit is seeking feedback on the options with a survey, open until June 18th.Continue reading “Community Transit considering microtransit in Lynnwood”
Homelessness is a complicated problem for which STB, with its narrow transit-and-land-use focus, would not claim to propose a full solution.  The proposal in Seattle Charter Amendment 29 (“Compassion Seattle“), which may be on the ballot later this year, attracts the usual complaints from those who insist on zero tolerance or zero coercion. Money for housing is good, though unfunded spending mandates aren’t so good.
But, like any worthwhile op-ed, this anti-amendment argument ($) by three former Councilmembers gives us enough information to learn there is at least one piece that I feel qualified to say is very good:
· CA 29 waives the land use code to site housing projects. Zoning, height limits, setbacks, greenbelt designations, notice and “due process” will not apply. This means new housing units or multifamily projects could be added in all zones, including single family.
and indeed, right there in the fifth bullet of Section 1:Continue reading “Charter Amendment contains good surprises”
Heidi Groover takes a break from the scary ” home” price beat to point out that it isn’t all that hard to buy a condo in Seattle ($).
There is a lot of media directed at people shopping for single family homes, but the number of possible houses within a certain distance of Seattle is finite. It’s natural for a growing metropolitan area to have a center city where single family homes become rarer, and the only way out is to allow denser forms of housing. Despite shortcomings,, Groover’s reporting suggests policy is basically working to provide ownership opportunities.
More reporting like this, please. Single-family homes will be a less important part of the market, and statistics that reflect that will be critical to understanding how our policy mix is working.
- New Link trains!
- NE 43rd Street looks amazing
- PSRC selecting comment on 7 transit projects
- SDOT’s got new mobility study results
- ST still arguing about realignment
- Trailhead Direct ($) resumes June 5th
- PSRC hosts a session on equity in planning
- ST survey on a TOD opportunity in Des Moines
- Minneapolis eliminates parking requirements — get on it, Seattle
- Commuter rail should do better
- Homelessness is about housing ($) — including “luxury” housing
This is an open thread.
With the Sound Transit 3 program realignment continuing to evolve and adjust to new revenue projections, Sound Transit is evolving its realignment scenarios. Now is the time to get serious about prioritizing projects. I believe that Sound Transit’s Stride BRT lines are strong candidates for prioritization, and should be completed as soon as possible.Continue reading “Prioritize Stride BRT in realignment”
- Metro rehiring 200 part-time operators
- Meet Kitsap’s newest oldest ferry
- Metro gearing up ($) for near normalcy
- Will U-Pass suspension continue through the summer?
- Northgate Link service change formally approved ($) by King County Council; only Dembowski against
- Ferry Wenatchee will be broken for months
- Jetty Island ferry ($) returning July 5th
- Seattle VLF will be mostly about bridge maintenance; many activists disappointed
- Take Metro’s benchmarking survey
- Route 44 design to 60%
- Downtown office space demand is back ($)
- Reps. Marilyn Strickland and Cathy McMorris Rodgers co-sponsoring a good TOD bill
- Sen. Cantwell wants to remove more train crossings ($)
This is an open thread.
- Move Seattle has a public dashboard
- TCC is hiring
- Also a quarterly report on Reconnect West Seattle
- Judkins Park gets Jimi Hendrix themed art
- Comment on the Federal Way station design
- There’s going to be a new bus layover facility on Eastlake Avenue
- Sen. Joe Nguyen (D-West Seattle) will challenge Dow Constantine for King County Executiye, the most single most important office for local transit
- Claudia Balducci is the new president of the PSRC
- It was a historic legislative session but not a big one for transportation, unless they later pass a package and thus the carbon legislation takes effect
- RapidRide I (Renton/Auburn) to have 3 tiers of station quality
- Nobody wants to be displaced for a Link maintenance facility, but a former Auburn Mayor is thinking clearly about the problem
- Here come the curbless streets
- Who gets what from the stimulus
- Provide feedback on parking and curb space near Roosevelt
- Americans should learn more about rail from other countries
This is an open thread.
SDOT and Metro gave a presentation (PDF) to the Transit Advisory Board this week after this month’s online open house. According to the presentation, the planning phase is wrapping up and we’ll start design soon. Good to see so many of the ideas from last year’s work still on the agenda.
Sound off in the comments if you spot any important changes.
The Port of Seattle Commission approved funds for a Pier 86 Public Fishing Pier restoration study, in partnership with Expedia Group and the Washington Department of Fish and Wildlife. The Cost and Feasibility study will allow the Port and its partners to determine the technical requirements and potential costs of construction of rebuilding the public fishing pier at Pier 86 with a “ferry float” to support commuter service to the Expedia Campus and surrounding area.
No routes are proposed, so it’s hard to say what the value would be here, especially once the Link station opens at Smith Cove (express to Alki?) But it’s impressive that they found a possible ferry location that was ignored by the 2008 passenger ferry study, the 2015 passenger ferry study, and the 2020 passenger ferry study.
Joe O’Sullivan, at The Seattle Times, on the state’s first carbon cap-and-trade system:
SB 5126 creates a system to cap carbon pollution and greenhouse gas emissions and sets specific limits for individual businesses, according to a news statement. Those businesses would have to then purchase credits for allowed emissions.
Businesses emitting fewer greenhouse gases than the credits allotted them could then sell their credits to businesses that aren’t reducing emissions as quickly, according to the statement. The overall pool of carbon credits are to be gradually reduced by 2050, in order to hit a goal of net-zero emissions.
The money collected by the state would go toward, among other things, projects intended to reduce emissions from transportation and increase resiliency to climate change.
From our partners at Move All Seattle Sustainably:
The Move All Seattle Sustainably (MASS) Coalition urges the Seattle City Council to follow the outreach process it mandated when passing a $20 vehicle license fee (VLF) in November 2020. The Seattle Department of Transportation engaged stakeholders and struck a careful balance in its spending proposal that incorporated the City’s stated priorities of safety, climate action, mobility justice, and equity. SDOT’s proposal would invest 73% of the VLF on walking, rolling, and biking, while spending 24% on bridge maintenance.
The SDOT proposal is very reasonable and balanced. Council ought to propose bridge maintenance as part of the next capital levy in 2024. Doug Trumm at The Urbanist has some good suggestions on what such a plan might look like.
One year ago, in 2020, the problem the Board was tasked to address stemmed from a massive revenue shortfall due to a pandemic-induced recession; now, the overwhelming problem is unforeseen cost increases. With this change, we may need to reevaluate our approach. Are the assumptions that led to cost increases in the evaluated projects likely to lead to increases in the remaining realignment portfolio? What has been the average cost increase in recent projects? How should the agency approach a cost-related gap differently than a revenue-related gap?
The concern is that projects will get unnecessarily delayed while the tax revenue shortfalls end up being less severe than expected. I see where they’re coming from, but it’s hard to see how more delay gets projects delivered more quickly.
Reading between the lines, and judging by the signatories, the letter seems like an effort to keep the board from prematurely punting Ballard and West Seattle too far out into the future. Especially since the second downtown tunnel – another priority shared by this trio – fares well in most phasing scenarios.
April 30th is the deadline for the public to comment on Sound Transit’s various options to make up for the current mismatch in projected costs and revenues for ST3. Here’s where we stand:
There is no effect on the Sound Transit 2 projects (Link to Lynnwood, Redmond, and Federal Way) and these are expected to arrive in accordance with current schedules, and roughly 1-2 years after the timeline voters were given in 2008.
Updates to the economic model have reduced the funding gap from $11.5 billion to “only” $7.9 billion. $527m from the first Biden stimulus, plus $4.6 billion more in projected tax revenue is partially offset by $595m more in cost inflation. The NE 130th St Station alone has increased $64m as engineering went from 30 to 60%.
This handy graph shows how other considerations have more than made up for lower tax receipts, and it’s exploding capital costs that have put the project in doubt:Continue reading “Public input on ST3 realignment this week”
- You have until April 30th to tell ST what to prioritize during “realignment”
- A long and nuanced look at the MHA program
- Stephen Fesler says to cut Paine Field from Link and run BRT instead
- Artists will design limited-edition ORCA cards
- Amtrak restoring local trips next month
- Wayfinding updates at ST
- Legislature passes ban on gasoline car sales after 2030
- Tiny houses coming to the U-District
- Bickering over the carbon pricing model is less important than passing one
This is an open thread.
This is an open thread.
Since Sound Transit has announced that Northgate Link will open on October 2nd, which is a few weeks behind a widely anticipated September 2021 opening, King County Metro has also changed the Northgate bus service restructure to occur on October 2nd as well. When we reported on Metro’s scaled back plans for restructuring service for Northgate Link, there were a lot of disappointments in how the plan was scaled back to match COVID-19 adjusted revenue expectations. But Metro’s plan assumed no contribution from the Seattle Transportation Benefit District (STBD), to establish a baseline for the STBD to build on. Now we have details on how the city will spend its STBD money on bus service.
The plan is broken down into three broad categories: West Seattle, Northgate, and service reductions. West Seattle is getting special attention due to the effects of the sudden closure of the West Seattle Bridge last year, increasing travel time for buses on the lower Spokane Street bridge. The closure of the low bridge to general traffic also increases demand for bus service in the corridor. The Northgate area is going to be transformed by the opening of Northgate Link, so much of the service funded by the STBD is going to be adjusted. Finally, there are reductions to the STBD program that are necessary because of the financial impact of the COVID-19 pandemic.Continue reading “Metro service change moves to October 2nd, STBD changes unveiled”
- West Seattle bridge privileges are slowly expanding
- WSDOT restriping northbound I-5 chokepoint through downtown
- Federal Way track construction underway
- I’ve always wanted the gondola people to get traction but am sad it took rail skepticism to get them there
- Oregon congressman to insist on light rail across the Columbia
This is an open thread.
On Friday, Sound Transit announced that Northgate, Roosevelt, and U-District stations will open for service on Saturday, October 2nd. There is no word about any celebration for what, with luck, will be a nice symbol of our emergence from the pandemic. We might not get one, with ST having endured bad-faith critiques about marketing expenses for the U-Link opening, and potential public health restrictions lingering.
It is a cause for celebration. The U-District is an obvious place to put a subway station. Roosevelt is the rare fashionable neighborhood where some growth is legal. Northgate is simultaneously a transportation hub, a blank slate for major redevelopment, and a logical interim terminus for buses coming from further north. Link will provide an alternative to the very worst bit of I-5 congestion, 5 minutes to the U-District and 13 to Westlake.
Better yet, this is the first major Link deliverable from the Sound Transit 2 vote in 2008. It arrives only one year after the proposed date at election time (2020). Combined with East Link 1-2 years late (with City of Bellevue dithering) in 2022 or 2023, and Lynnwood and Federal Way also a year late in 2024, ST2 is going to have an excellent delivery record after weathering an unprecedented recession, far better than Sound Transit 1 and a testament to the abilities of former CEO Joni Earl (2001-2015).
ST3, in year 5, is already in quite a bit of trouble on these terms. Thanks to poor cost estimation, the most likely outcome is some major projects suffering a couple of years delay, and either a large new infusion of cash or the other projects sliding over a decade.