Why Seattle Should Advocate Pay-to-Park

The previous post detailed how fees from five 1000-stall Pay-to-Park lots near Lynnwood and Everett could fund bus capacity for up to 20,000 commuters into and out of Seattle.   That doing so was the equivalent of adding 2 lanes of freeway for 5 hours every morning and afternoon, or 3 lanes during the 3-hour peak morning and afternoons when most of the routes will be scheduled.  That instead Sound Transit will spend billions on light rail extensions from Northgate to Everett that do nothing to increase transit capacity but require a huge subsidy to cover the increased operating cost.  That any riders the extension adds will reduce access for those using stations nearer Seattle. 

South Seattle commuters have even more reason to advocate Pay-to-Park lots.  The 3^rd quarter, ~60,000 daily-ridership report indicates 30,000 commuters rode light rail between Westlake and Angel Lake.   During peak commute Central Link trains ran every 6 minutes.  The ST3 extensions to Federal Way and across I-90 Bridge will not only reduce train frequency they will essentially end light rail access at current light rail stations beyond International District. 

A 2004 PSRC report concluded safe operation through the Downtown Seattle Transit Tunnel (DSTT) required a minimum of 4 minutes between trains.  When East Link begins operation half of those trains will be routed across the I-90 Bridge, limiting Central Link beyond the International District to one train every 8 minutes, half the frequency of the Everett extension.

The PSRC report also concluded the DSTT stations limited each train to four cars and each 74-seat car could accommodate up to 148 riders, or 4440 riders per hour (rph).    (Sound Transit claims up to 16,000-rph-capacity through the DSTT, or 8000 rph capacity beyond International District.)

Again, light rail extensions beyond Angel Lake will do nothing to increase the Central Link capacity above 4440 rph, per PSRC.  Yet the ~$25.00 per mile 2017 budgets for light rail car operating costs for the 15 mile extensions to the Tacoma dome will add $3000 to the round trip operating costs for the 4-car train.  Assuming 100 of the current 132 Central Link weekday routes will continue after East Link begins operation, the resulting ~$300,000 fare-box-revenue short-fall will add significantly to the Everett extension financial “black hole”.

Even worse, Sound Transit’s told voters prior to the 2016 vote the ST3 extensions beyond Angel Lake to Federal Way and Tacoma dome would add up to 95,000 riders daily by 2040.   A fraction of that ridership would fill trains before they ever reach Angel Lake, even with Sound Transit’s dubious capacity claims.  The billions Sound Transit plans to spend extending Central Link through Federal Way to Tacoma will end access for the ~20,000 riders who currently ride Central Link every morning and afternoon between Angel Lake and International District.  

As with the congestion north of Seattle, other than adding additional freeway lanes, the only way to accommodate the “up to 95,000 additional riders” is to provide them with access to increased public transit capacity with added parking and bus routes.   With Pay-to-Park, commuters could pay a monthly or yearly fee to reserve a stall and ride free into Seattle.   Sound Transit budgets bus operating costs as ~$10.00 per mile.   The 22 mile round trip from Federal Way T/C to 4^th and James will costs $440.   However, Sound Transit normally expects fare box revenue to cover 35% of operating costs or $154 for the round trip.  

Sound Transit could charge commuters  $10.00 a day for a reserved stall or $10,000 daily for a 1000 stall Pay-to-Park lot enough to fund 65 round trips daily.  Assuming 100 riders per bus, the parking fees would provide 3200 riders into and out of Seattle every morning and afternoon.  With $15.00 daily fees, 97 round trips and 4800 commuters could ride free.

 The ~65 mille round trip from the Tacoma Dome to Seattle and back would cost $650, requiring $227.50 parking fees to meet Sound Transit’s 35% recovery.  A 1000 stall Pay-to-Park lot with $15.00 daily fees would fund 66 round trips with capacity for 3300 riders.  

As with transit to Lynnwood and Everett, Sound Transit could increase south end transit capacity along I-5 by more than 20,000 riders daily by adding three 1000-stall Pay-to-Park lots near Federal Way and two near Tacoma.  While current Sound Transit express bus service would continue the transit capacity funded by the Pay-to-Park lots would provide the equivalent of 2 additional freeway lanes (assuming 2000 vehicles per hour) for 5 hours each morning and afternoon or 3 lanes during the peak 3-hour morning and afternoon commutes.  Additional lots could be added when and where they’re needed to meet any future growth.

Tacoma and Federal Way commuters would also benefit from reduced transit times from Pay-to-Park lots, with direct BRT routes on freeway lanes limited to +3HOV during peak commute, to one or two designated drop-off and pick-up points at an elongated 4^th Ave T/C.  Seattle would benefit from continued Central Link access and Sound Transit’s “ability” to use the ST3 extension funds to expedite light rail extensions to West Seattle and Ballard. 

There would be no ST3 funds without Seattle voters 70% support.  They should not be used to reduced their access to light rail at current stations or future stations along the Northgate extension.  Commuters along the entire I-5 corridor from Everett to Tacoma deserve to have their ST3 taxes spent on transportation that reduces congestion, not create a financial black hole for future taxes.  

The Seattle City Council could benefit the entire area by urging legislature demand  Sound Transit's current approach be audited and whether "Pay-to-Par" lots are a better alternative.