Rep. Clibborn Enables I-405 HOT Debacle

The April 27^th Bellevue Reporter front page article “Proposed expansions on 405 toll lanes” is the latest example of WSDOT arrogance when it comes to dealing with I-405 congestion.   They were allowed to do so because, as reported in the January 27^th edition, “Vows to end I-405 tolls: Was it all just campaign talk”, the state legislators refused to recognize the failure of the 2-year “pilot program” to reduce congestion.  (Like their failure to roll-back car tab fees.)  

Instead, as the earlier article reported Judy Clibborn, D-Mercer Island, chairwoman of the House Transportation Committee said, “We’re not going to look at them” (ending tolls).  She refused to even allow a vote to convert one of the two HOT lanes from Bothell to Bellevue to full-time general-purpose (GP) use claiming it “would likely sabotage the whole program”.  Her concern being, “It will be the only unallocated source of revenue generated in the state”.  

Clibborn has already played a major role in allowing Sound Transit allocate nearly $4 billion on an East Link light rail extension that will devastate the route into Bellevue and increase, not decrease, I-90 bridge congestion.   She also supported WSDOT spending $484 million on the “Pilot I-405, 2-year test program”.  It limited one of the three lanes between Lynnwood and Bothell, and two of the five lanes between Bothell and Bellevue, to +3 HOV and HOT fees.  

A PSRC, “Stuck in Traffic: 2015 Report” detailing the area’s major roadway congestion showed that, prior to HOT implementation, I-405 had little if any delay until Bothell on the route from Lynnwood to Tukwila or after Bothell between Tukwila and Lynnwood.   Restricting the HOV lane to +3HOV and HOT has significantly increased GP lane congestion there; not exactly a success for those commuters. 

Even the purported success on the Bothell-to-Bellevue portion benefitted from an additional lane in each direction over much of the route.  The WSDOT also claimed “success” because average velocities met the 45 mph requirement 89% during the peak commute.  However, their definition for peak commute began at 5:00 am, well before many commuters or any significant congestion.  A more “meaningful” basis for proceeding would be requiring some percentage of commuters average 45 mph. It’s likely far lower than 89% and will only decrease with future growth.

However Clibborn still wants to make the HOT there permanent claiming, “The state would then be in a position to sell bonds and use the stream of toll revenue to cover the long-term debt payments required for major congestion-easing projects eyed in the 17-mile corridor”.   Apparently ready to spend an additional $1.22 billion eventually implementing 2 HOT lanes between Lynnwood and Renton.

While Rep. Clibborn is undoubtedly a fine person in many respects, the position as chair of the House Transportation Committee requires an abundance of competency as well as character.   Her 41^st District constituents, as well as all the other I-90 corridor commuters, will pay a heavy price for her failure to recognize East Link’s share of the Downtown Seattle Transit Tunnel (DSTT) capacity is only a fraction of what’s needed to meet cross-lake transit requirements. 

I-405 corridor commuters will also pay a heavy price if her support allows WSDOT to implement 2 HOT lanes between Lynnwood and Renton.  The rationale for implementing HOT on HOV lanes is the fees can be set to limit the number of vehicles to meet a specified speed.  For example limiting traffic flow to 2000 vehicles per hour (vph) normally allows 45 mph lane velocities.  The WSDOT perverts that rationale by setting the fees to where more than 2000 drivers are willing to pay the HOT fees.  They use the increased congestion to justify a second HOT lane.

The problem is the additional congestion from the loss of a GP lane increases the number of those willing to pay the fees to where even the two HOT lanes don’t meet the 45 mph target.   The WSDOT, apparently with Clibborn’s concurrence, exemplifies their quest for additional revenue by asking for even higher HOT fees for the two lanes.  They refuse to recognize that, while higher fees are the answer, they need to be applied to only one lane. 

The WSDOT and Rep. Clibborn need to be “persuaded” to impose HOT fees on only one lane, adjusting them to whatever is required to achieve the 45 mph target during the entire day.  That allowing GP use of an additional lane along the entire route will reduce congestion for the vast majority of commuters; likely reducing the incentive to use HOT. 

One of the potential benefits of maintaining the 45 mph on the HOT lane is it can also provide fast, reliable public transit.  Allowing more commuters to leave their cars near where they live rather than where they work is a sure recipe for reduced congestion.   Unfortunately Sound Transit refuses to add the parking with access to increased bus service needed to increase transit capacity. 

Rep Clibborn has apparently decided to retire.  One can only hope her successor will recognize the folly of allowing the WSDOT to proceed with their “2-lane HOT” approach for I-405 and to use the House Transportation Chair to “persuade” Sound Transit of the need to dramatically increase I-405 transit capacity.