More Sound Transit Board Incompetence.

The Sound Transit Board’s decision to proceed with a second tunnel as part of ST3 continues the board’s failure to recognize what constitutes effective public transit.  That public transit should be used to provide those unable or unwilling to drive with access  from near where they live to near their desired destination, for most of the commuters, downtown Seattle. Yet the board continues its decade-long failure to recognize plans to spend $190 billion on ST3 extensions that can’t provide that  service during peak hours and cost too much to operate off-peak.

Again, the second tunnel decision demonstrates that failure.  Ridership data indicate most 1 Line southbound commuters into downtown Seattle exit at Westlake and northbound commuters at existing CID. Those needing to go beyond the two stations can use the existing Downtown Seattle Transit Tunnel’, (DSTT).  Routing 1 Line trains only through DSTT would allow Sound Transit to maximize 4-car light rail train capacity along the entire I-5 corridor.  

 I-90 corridor commuters can use 2 Line light rail trains to the existing CID station for the commute into Seattle.  Transfer to 1 Line trains at the CID for service north through DSTT or south to SeaTac.   Terminating 2 Line trains at CID allows its operation to be set by eastside transit demand and avoids problems with safely merging 1 Line and 2 Line trains return routes though DSTT. 

 Commuters in the areas served by the Balland and West Seattle light rail extensions to SODO already have better access to transit from near where they live to near where they want to go in downtown Seattle. The bus routes gain ridership from increased access with stops costing a fraction of light rail stations for commutes both into and out of the city. Thus, again, there is no need for a second tunnel for light rail from Ballard or a second bridge over the Duwamish waterway.

The bottom line is the existing Downtown Seattle Transit Tunnel (DSTT) can accommodate 1 Line I-5 corridor commuters traveling through Seattle. The existing bus service can be expanded to meet the transit needs of both the Ballard and West Seattle areas, eliminating the requirement for a second tunnel to Sodo and a second Duwamish waterway bridge.

By utilizing the existing infrastructure, we can avoid years of disruption and billions in spending on ST3 light rail projects that do not reduce congestion.