The July 27th Seattle Times, Traffic Lab
article, “Cost of extending light
rail to Federal Way leaps to $2.55B” is just the latest example of their incompetence. It details how costs
for the extension have escalated and the potential loss of federal grants threatens funding, but ignores the real problem.
The Traffic Lab fails to recognize the Federal Way extension,
like the Lynnwood extension, will do absolutely nothing to increase transit capacity
into Seattle. Even if the find the necessary funding for the extensions, they will do nothing to reduce I-5 corridor congestion.
A 2004 PSRC Technical
Workbook, “Central Puget Sound Region High Capacity Transit Corridor
Assessment” concluded the Downtown Seattle Transit Tunnel (DSTT) station length limited trains to four cars and
that safe operation required a minimum of 4 minutes between trains, or 60 light
rail cars per hour. The PSRC Technical Workbook also concluded the
capacity of the 74-seat light rail cars was limited to 148 riders for a total
capacity through the tunnel of 8880 riders per hour (rph) in each direction.
The extensions to
Lynnwood and Federal Way do nothing to increase that capacity. The Federal Way extension, having to
share the tunnel capacity with East Link, will be limited to 4440 rph. Since neither extension adds capacity,
whatever riders they attract, will, at least during peak commute, displace those
currently riding.
For example, the article’s claim the Federal
Way extension would add 36,500 daily riders will end access for current riders
for more than 8 hours a day. Sound
Transit’s claim the extension to Tacoma will add up to 37,000 daily riders
would double the lost access hours. While the extension to Lynnwood and beyond to Everett will
have double the Federal Way capacity, Sound Transit’s projected total ridership
of up to 102,750 will end access for more than 11 hours.
The Traffic Lab needs to recognize that cost
is not the problem for either extension.
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