Traffic Lab Ignores "Pay-to-Park" Congestion Relief

The Dec. 26^th Seattle Times front-page article “Everett to Seattle: 94 minutes in the morning” exemplifies Traffic Lab’s ability to identify the problem but nothing about “promising approaches to easing gridlock”.  (At least this article didn’t attempt to claim Sound Transit's light rail extensions would reduce the delays, it won't)   Typical of the WSDOT lack of concern about congestion, their "mobility and traffic" engineer called it a “good story in a way because it’s a booming economy, and a booming economy would lead to some kind of congestion”.

Neither the Traffic Lab nor the WSDOT seem to recognize that more commuters needn’t lead to more congestion.  That the problem is too few commuters rode buses.  During the 2017 3^rd quarter only ~4500 commuters daily rode Sound Transit 510-513 bus routes along I-5 from Everett into and out of Seattle, fewer than the ~4650 who did so in 2014.

One problem is Sound Transit has done nothing to increase the number of bus routes into the city.  At 45 mph, a highway lane can accommodate up to 2000 vehicles per hour, taking about 30 minutes from Everett to Seattle.  A 70-ft articulated bus an accommodate 119 sitting and standing passengers.  If 120 of the 2000 vehicles per hour were 70-ft articulated buses they could accommodate more than 14,000 riders, the equivalent of 7 lanes of traffic.  And more could be added to meet future growth.  The WSDOT could maintain the 45 mph speed on the bus lane during peak commute by limiting the number of non-transit vehicles.  Presumably +3HOV limits would suffice to stay within the 2000 level.

The second problem is, even with the additional bus routes Sound Transit has done nothing to provide the parking commuters need for access.  A Nov. 1^st, 2016, Seattle Times front page article “Parking finds its place in Sound Transit vote” typifies the problem.  It reported, "19,488 cars occupied park-and-ride facilities each weekday in Snohomish, King and Pierce Counties” with “51 facilities next to express bus or train stations that were at least 95% full”.  Yet Sound Transit’s “Place for Parking” consists of waiting until 2024 to begin spending $698 million of the $54 billion they’ll spend on ST3 extensions adding a measly 8560 parking spaces over the next 17 years. 

It’s not clear how many P&R stalls will eventually be added along Everett extension.  The 12/03, 12/10, and12/14 posts all advocated Sound Transit add 1000-stall P&R lots where commuters pay for parking but ride free.  (The Dec. 26th Traffic Lab article failed to consider that option.)  The 12/03 post detailed how the parking fees from 3 Pay-to-Park lots near Lynnwood ($10) and 2 near Everett ($15) would allow 20,000 more commuters to use public transit each day. 

Those paying the parking would have a designated stall whenever they chose to use it and priority access to buses.  If all the commuters rode during the 2 hour morning and afternoon peak commutes the five Pay-to-Park lots could reduce traffic volume by up to 10,000 vehicles per hour; equivalent to adding 5 lanes of freeway.  The highway capacity benefits would drop to 4 lanes if 20% of the bus riders rode during off-peak hours.  

For $350 million, Sound Transit could provide the parking and bus routes needed to add the 4-5 lanes of capacity between Everett and Seattle.  (Assuming $50,000 per parking stall and $100 million for buses)  Similar benefits could be achieved on all the major corridors into Seattle.  And they could do so in 3-4 years.  It’s time the Times Traffic Lab considered this approach since it’s unlikely Sound Transit will do so without being "urged". 

P.S.  Reducing morning commute times into Seattle would also reduce the demand for housing, making living in the city more affordable for everyone.