What I Would Do

(A recent enquiry about what I would do if elected prompted the following post)

What I Would Do

In the “unlikely” event voters chose me to be the next King County Executive my first action would be to terminate light rail extensions along I-5 beyond Northgate and Angel Lake, and across I-90 Bridge to Bellevue.  Sound Transit’s decision to route the “light rail spine” extensions though the Downtown Seattle Transit Tunnel (DSTT) prevents the extensions from doing anything to increase transit capacity into Seattle.   

The billions spent on light rail construction vs. limited potential ridership fail any reasonable cost/benefit analysis.  Especially since even a fraction of Sound Transits claims for the number of those riding extensions along I-5 corridor would fill light rail trains before they ever reach Angel Lake or Northgate, ending access for current Central Link riders. The vast majority of I-90 commuters won’t even have access to East Link, forcing them to choose between high HOT fees on HOV lanes or gridlock on GP lanes.

The operating costs over the longer routes without increased ridership will require either a dramatic increase in fares or in subsidies to cover the shortfall between operating costs and fare-box revenue; a potential financial “black hole” for transportation funds.

Part of the funds allocated for the light rail spine would be used to expedite the proposed 5.4-mile extension to Ballard and 4.7-mile extension to West Seattle.  Seattleites surely deserve the extensions.  There would be no ST3 if they hadn’t voted 70% to approve it.  They shouldn’t have to wait 15 to 20 years to get light rail.  The two combined would cost about $4B and, according to Sound Transit, add roughly 80,000 to 100,000 daily riders.    

The numbers of residents within walking distance of light rail stations would likely provide the ridership without the need to spend hundreds of millions increasing parking.   The light-rail construction costs per rider are a fraction of those for the spine. The relatively short light rail extensions minimize the higher operating costs and subsidies.  

Part of the billions planned for extending light rail across I-90 Bridge center roadway would be used to initiate inbound and outbound BRT lanes on the bridge center roadway.  The South Bellevue and Overlake P&R lots would both be expanded and reopened as soon as practicable.  The devastating construction along the route into Bellevue would be terminated, as would the tunnel under downtown Bellevue.

Funds previously intended to install light rail tracks would instead be used to increase P&R capacity throughout the area.  The initial goal would be to add 10,000 parking stalls each year for 5 years with BRT access to I-5 and I-90 corridors.  (Those commuters have to park their car someplace;  the nearer to where they live the better.)  ST3 waits until 2024 to begin spending $698 million on 8560 stalls by 2041.  

The BRT routes would use I-90 bridge center roadway lanes and I-5 lanes limited to +3HOV during peak commute to reduce transit times.  BRT egress and access in Seattle would be facilitated by converting 4^th Ave into an elongated two-way T/C with each route having one or two designated drop-off and pickup locations along the two sides.   

The bottom line is the only way to reduce congestion on the area’s roadways is to increase the number of commuters using public transit.  That requires providing increased parking with transit capacity to where commuters want to go. Sooner or later the entire area will recognize Sound Transit’s policies will do neither. 

My candidacies have been an attempt to make it "soon" enough to stop it.  While that's not "likely" to happen, at least it will inform those who visit the blog as to what they can expect from Sound Transit and that it didn't have to happen.