Two December 16th Traffic Lab articles exemplify Sound Transit Board incompetence and the Seattle Times abiding that incompetence. One was the Board approving flat fares for 2024.
The flat fare decision was the result of the Board choosing to direct Sound Transit to “study” flat fares. Purportedly in response to concerns with distance-based fares for those failing to tap off would pay to the end of the route. Yet their own data showed only 3.6 % paid fees over $3.00 suggesting failing to tap off was not a significant problem.
The flat fare decision will result in 86.5% of commuters paying more in fare, raising fares for the 25% of commuters currently paying $2.25 to $3.00. Riders from Capitol Hill to Westlake or Stadium to CID with less than a mile commute will be required to pay the increased fare. Yet, commuters riding the 17-mile Lynnwood Link route to Westlake, who currently pay $3.25, will also pay only $3.00. A fare that will allow them to go beyond Westlake to SeaTac.
It's not clear what Community Transit riders, who currently pay $4.25 for the commute into and out of Seattle will pay when required to transfer to Lynnwood Link. One option could be they’ll continue to pay the $4.25 fare into Seattle but only $3.00 for the return.
Whatever that decision, requiring 86.5% of commuters to pay more and the remainder less because some fail to tap off belies any claim for equity; fares based on the cost of providing that service. The Traffic Lab article abided the inequity.
The second example was the article indicated a failure to recognize a likely reason Timms decided to leave now. She recognized the 2024 East Link Starter Line and Lynnwood Link debuts will demonstrate Sound Transit’s failed approach to public transit.
That the Starter Line’s lack of access and the need to transfer from light rail to and from buses at South Bellevue to commute into and out of Seattle will limit ridership to a fraction of projections. That the cost of operating 2-car trains every 10 minutes for 16 hours a day will dwarf any fare box revenue.
The Lynnwood Link debut will demonstrate extending light rail tracks does nothing to increase train capacity. That 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. Using that capacity to replace bus routes reduces transit capacity into Seattle and access for current riders.
Even Sound Transit recognizes the resultant “crowding” with vague plans to continue some bus routes into Seattle. The likely result will be commuters dissuaded from public transit by the need to transfer for the route into Seattle and the chaos at tunnel stations for the return trip during peak operation. Again the high 4-car train costs during off-peak operation will dwarf daily fare box revenue.
The bottom line is the Traffic Lab articles provide two reasons CEO Timms is leaving. The first is her objection to the Board insisting on a fare structure requiring Capitol Hill riders pay the same fare as Lynnwood riders, especially since those riders will reduce access at Capitol Hill.
However, the more “likely” reason is she no longer wants to be the captain of a “sinking ship”. That next year’s Starter Link and Lynnwood Link debut will demonstrate the Sound Transit Board’s flawed approach to public transit. The December 16th Traffic Lab article detailing the huge payment she’s getting indicates neither the Board nor Traffic Lab recognize that probability.
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