Sound Transit's “Fantasy Land” Continues

The video of the January 7th Sound Transit System Expansion Committee meeting exemplifies another result of Sound Transit's “Fantasy Land” approach to reducing area’s approach to public transit.  That a transit board composed of city mayors, city and county council members, or county executives doesn’t “assure” effective public transit.  

That Dow Constantine’s recent decision to select himself as board chair resulted in his receiving nearly $250,000 in compensation as will as $200,000 compensation for each of the other 17 board members. Most of whom will do so by sitting in front of computer screens in their home or local office, 3 to 4 hours, 2 or 3 times a month. 

The result has been a Sound Transit Board more interested in transit-oriented development and affordable housing than reducing congestion. They’ve never recognized 4-car light rail trains don’t have the capacity to reduce multilane freeway peak-hour congestion and cost too much to operate off peak.  The result’s been a 2025 Proposed Budget & Financial Plan those riding pay only 1% of the 2025 cost and 4% of the $150.5B cost through 2046 

That Snohomish Community Transit (SCT), King County Metro (KCM), and Pierce County Transit (PCT) all provided transit throughout Sound Transit service area that could have been expanded to meet transit needs.  For example, SCT and KCM could have each added 50 bus routes an hour during peak commute with more capacity than 4-car light rail trains. Thus, there was never any need to extend light rail beyond UW stadium, across I-90 Bridge or beyond SeaTac airport. Funds not used for light rail tracks could have funded added parking or local routes to bus stations or stops. 

Rather than add bus routes and access Sound Transit opted to use light rail train’s limited capacity to replace bus routes into Seattle.  Reducing transit capacity into the city doesn't reduce I-5 congestion, and riders added reduce access for UW extension riders.  Again, all with a huge increase in operating cost, especially during off-peak operation.  Yet the System Expansion Committee approved the 2025 budget with plans to spend $197M for planning the extension to Everett and $112M to Tacoma Dome. Down Payment on costs for future track extensions.

Another example of Sound Transit’s “Fantasy Land’ approach to public transit is their “Field of Dreams” premise “if we build light rail riders will come”. Last year’s Starter Line and Lynnwood Link debut demonstrated providing access to light rail trains does not assure ridership. Despite 70,000 residents living within a mile of a Starter Line station, weekday average ridership in November was 1712.5, a fraction of the 4000 to 5700 predicted.  That 80,000 residents living within a mile of the Lynnwood Link stations resulted in only 6643  boardings, a fraction of the  24,000 to 35,000 predicted.

Yet Sound Transit continues with plans to spend $250 million on a light rail station on 130th Ave without any parking in hopes commuters will choose to live within walking distance.  The 2025 budget’s Link System Expansion plans to spend $270M planning the extension to West Seattle are downpayment on a $7.1B plan for a second bridge over Duwamish Waterway for light rail from  Alaska Junction to SODO.  

All on the assumption commuters, who already have KCM service throughout the entire area, will transfer to light rail for the commute into Seattle.  That those who transfer will be required to transfer again at SODO for a ride to International District rather than ride directly to far more convenient stops along 3rd Ave in Seattle.

That spending is dwarfed by the $806M the committee approved for planning the Ballard Link Extension in the 2025 budget.  Again, a downpayment for more than $12B for a second tunnel under Seattle for light rail from Ballard to SODO.  Assuming commuters riding KCM RapidRide routes from South Lake Union, Crown Hill, and Aurora Village will transfer to light rail for the commute into Seattle.  Also assuming commuters would prefer exiting and accessing transit in DSTT rather than far more convenient bus stops throughout downtown area.

The bottom line is the 2024 Starter Line and Lynnwood Link debuts should be another “nail in the coffin” of the System Expansion Committee “Fantasy Land” for light rail.  If not, “another nail” is coming in 2025 with light rail debuts across I-90 Bridge. It’s unfortunate the Seattle TimesTraffic Lab project to “comment on how transportation funds are spent” seems unable to find either the hammer or nail.