Mayor Harrell Doesn't "Get It"

The Seattle Times Sept 2 Traffic Lab article "Major Harrell: Don’t backtrack on Ballard, West Seattle light rail” exemplifies his failure to understand the limits of light rail train's ability to attract riders.  That routing light rail trains through the “densest communities” doesn’t assure ridership.  Ridership requires providing commuters with access near where they live to routes to where they want to go. 

Sound Transit’s preferred Ballard Link option provides commuters access to Westlake in Seattle with stations at Ballard, Interbay, Smith Cove, Seattle Center, and Denny.  However, King County Metro already provides commuters access to  to multiple stops along 3rd Ave in Seattle with RapidRide service. 

 

RapidRide D Line serves the Ballard area with multiple stops along 15th Ave from Crown Hill Area to Elliot Ave to QueenAnne Ave, and Denny Way.  RapidRide E Line provides commuters access with multiple stops along Aurora  Ave from Aurora Village Transit Center past Green Lake to downtown.   RapidRide C serves the Lake Union area with routes along Westlake Ave.  All three provide 24-hour service with routes every 7 to 10 minutes during most of the day with headways extending to 60 minutes during early morning.  

 

A similar review of the service already available to potential West Seattle extension riders would conclude they already have access to  KCM routes with multiple stops along 3rd Ave in Seattle.  Even more egregious, riders the extension attracts to Sodo station will reduce capacity for riders from SeaTac.  (See 10/27/24 post for details)

The mayor proposed a special team of about 50 planners, engineers and inspectors, costing $10 million per year funded by Sound Transit, to begin the effort this fall.  Apparently not accepting the results from Sound Transit's 1500-position, billion dollar staff, the millions spent on Transit Advisory Groups and outside consultants, and more recently the Megaproject hire, Terri Mestas and  her Enterprise Initiative

The article  proposes the 50 planners will reduce costs with regulatory reform, reduce time for issuing permits, and review underground utilities for construction of light rail stations.   Yet, none of the reforms to reduce costs won’t change the fact that the cost of light rail stations dwarfs the cost of bus stops for both access to transit into Seattle and egress in Seattle. It’s also unlikely the 50 planners will be able to significantly reduce the costs of constructing light rail tracks and the years of disruption needed.  That the cost of providing light rail service dwarfs that of buses, especially during off peak hours.

The bottom line is Mayor Harrell doesn’t understand most potential Ballard and West Seattle Extension riders already have better access to transit into and out of Seattle.  That the costs of providing that transit service with buses are far less than what’s needed for light rail operation.  Thus, paying $ 10 million annually attempting to reduce the extension cost doesn’t change the fact that their cost and years of  disruption wasn’t needed.