And how are things going with Sound Transit?

greenspun.com : LUSENET : I-695 Thirty Dollar License Tab Initiative : One Thread

SEATTLE

--------------------------------------------------------------------------------

Evans wants guarantee that light rail won't end at UW Former Gov. Dan Evans, a University of Washington Regent, yesterday said that he wants a guarantee from Sound Transit that Northeast 45th Street "is not the end of the line" for Link light rail. "It would create . . . an absolutely horrendous traffic jam," he added.

Evans, at a regent's committee meeting, echoed concerns of UW administrators who want the $1.923 billion first phase of the Link system to continue to a Northgate transit center and bus hub, with a stop at 45th Street.

The regents are considering an agreement to give Sound Transit a station site in return for mitigation of the train's impact in the form of construction damage and train vibration in nearby laboratories.

Sound Transit must get a tentative agreement from the university by April 1 to meet a federal deadline.

IF NORTHGATE ISN'T REACHED, EVANS SUGGESTED THE SEATAC-TO-U-DISTRICT LINE SHOULD END FARTHER SOUTH ON 15TH AVENUE NORTHEAST, AT OR NEAR A PACIFIC STREET STATION.

"I don't know if we've given this a lot of thought," said Link light rail's deputy director, Mary Jo Porter. The transit agency is banking on a 45th Street station in the middle of the U-District to generate high ridership.

There are no guarantees so far that the agency can raise the $415 million needed to extend the line nearly three miles to Northgate by 2006.

Increased cost of transit project concerns panelist The chairman of an oversight committee looking into Sound Transit business operations expressed concern yesterday that a 12 percent budget increase so far "will drive the cost to taxpayers higher than they expect." Reid Shockey, of the 13-member Sound Transit Citizen Oversight Panel, was addressing the transit board's Finance Committee yesterday on a semi-annual performance report of the three-county agency.

"Delivery of the Sound Transit project for $3.9 billion (1995 dollars) will not happen," he said. "The reason for cost increases are known, and in large part are due to the board's efforts to respond to community needs."

The panel noted a $476 million increase in the original budget of $3.9billion since 1996, including $253million for debt costs, higher-than-expected real estate prices and other expenses associated with building a regional bus and train transit system.

Sound Transit officials say some of the added expenses, such as debt costs from the early sale of bonds at advantageous terms, translate into cost-savings over time.

The panel found that cuts and other "strategies are in place to compensate for these overruns over the life of the program so that the final project budget will be close to the public's expectations."

-- Craig Carson (craigcar@crosswinds.net), March 17, 2000

Answers

Over budget, behind schedule (maybe not the light rail, but Sounder was supposed to be up and running long before now), kind of what everyone expected I guess. Didn't really expect Dan Evans to say to keep it out of the UW though. How many miles would that cut off the total line? Would that bring it in on budget?

From the Everett Herald:

Higher costs for transit system But panel praises Sound agency for keeping to schedule By WARREN CORNWALL Herald Writer The Puget Sound effort to build a regional transit system could cost nearly half a billion dollars more than first predicted, according to a new report.

Sound Transit, which runs the 10-year transit project, now expects to spend about $4.36 billion, roughly $475 million more than initial projections, according to the report released Thursday by the agency's independent citizen watchdog panel.

Whether Sound Transit can afford the higher spending without added costs to taxpayers depends largely on state and federal financial backing, said Reid Shockey, an Everett resident and chairman of the citizen panel.

The higher costs aren't unexpected, given the challenge of making accurate long-term forecasts, the report noted. It also praised the agency for remaining on or ahead of schedule in most of its projects.

But the panel cautioned Sound Transit leaders to show restraint about costly additions, in part to preserve public support for the massive project.

"Failure to match program enhancements with new revenues will drive the cost to taxpayers higher than they expect. This could well affect any vote on future phases of Sound Move," Shockey told the transit agency's finance committee, according to a statement he released.

Sound Transit, created by the 1996 voter-approved Sound Move campaign, plans to build a light-rail system in Seattle, run commuter trains from Tacoma to Everett and offer regional bus service.

The report reinforces the board's recent efforts to contain costs while satisfying communities affected by the project, said Dave Earling, chairman of Sound Transit's board and an Edmonds City Council member.

In November, the board cut several stations from the light-rail plan before approving it to hold down costs.

"That was a real good wake-up call for us," he said.

At the same time, however, the board embarked on an ambitious effort to secure money for a $325 million extension of the light rail north from the University of Washington to Northgate. That cost is not included in the report's budget projections.

The panel pointed to several sources for the bigger budget:

Real estate prices and the cost of mitigation for local communities are higher than first thought.

The light-rail route changed, bus service to east King County grew and more parking spaces were built in south King County to accommodate the commuter rail.

Initial plans underestimated the number of people needed to administer the project and didn't include the purchase of Union Station as a headquarters.

The cost of servicing the agency's debt and maintaining reserves was $191 million more than predicted in 1995. The larger budget still fits within Sound Transit's expected revenues, the report noted. Most of the money has yet to be spent, because the project is slated to last until 2006.

Much of the funding hinges on whether Sound Transit wins a $700 million grant with the federal government over the next few months. The agency is negotiating with the Federal Transit Administration in hopes of reaching an agreement by June, Sound Transit spokesman Clarence Moriwaki said.

He was guardedly optimistic the project could beat out other major transit projects around the country.

"We think we're very competitive. But of course, things could happen," he said.

Transit officials are also lobbying state lawmakers to exempt the project from the state sales tax, saving the agency as much as $200 million it hopes to use for the Northgate extension.

The Legislature is in a special session aimed at breaking a deadlock over the state budget. At least one budget plan includes the exemption, Earling said.

If federal and state contributions fall short, Sound Transit could have to collect regional sales tax and car tax revenues for more years to pay off bonds, Moriwaki said. Those taxes in Snohomish, King and Pierce counties were approved in the 1996 vote.



-- Mark Stilson (mark842@hotmail.com), March 17, 2000.


And of course, from the Seattle Times, trying to put the best possible face on a deteriorating situation:

Sound Transit improves since its last report card

by Andrew Garber Seattle Times staff reporter Sound Transit received a largely favorable report card from its 15- member Citizen Oversight Panel yesterday, six months after the panel raised concerns about the agency's direction.

"We were quite pleased with their improvement," said Larry Shannon of Bellevue, a member of the panel. "They did an excellent job of pulling a lot of pieces together."

The citizen-oversight panel monitors performance and reports regularly to the Sound Transit board.

The new report contrasts sharply with one issued in September that warned Sound Transit about a growing controversy over the proposed light-rail line. At the time, the panel was concerned that debate among various interest groups could threaten the entire $3.9 billion transit plan.

Reid Shockey, chairman of the panel, said he felt Sound Transit had gained control over problems identified in the earlier report.

But, Shockey said, there are some new issues the agency needs to deal with, including staying within its budget.

"Right now they are 12 percent over budget," he said.

The $476 million increase in the budget includes projects that may not go forward, said Denny Fleenor, a spokesman for Sound Transit. For example, the agency has tentatively set aside $5.6 million for water-taxi service between Kirkland and the University of Washington, he said.

The panel also raised concerns about Sound Transit remaining on schedule with its projects. The report noted that commuter-rail service was supposed to start between Tacoma and Seattle last December. It's now projected that limited service will start in September, with full service in 2002.

Sound Transit was approved by voters in 1996. The agency is creating a three-county regional transit system.

-- (marh842@hotmail.com), March 17, 2000.


Interesting. How is this a deteriorating situation, and is it really the Times that is putting a positive spin on it?

From the quoted article:

The new report contrasts sharply with one issued in September that warned Sound Transit about a growing controversy over the proposed light-rail line. At the time, the panel was concerned that debate among various interest groups could threaten the entire $3.9 billion transit plan.

"We were quite pleased with their improvement," said Larry Shannon of Bellevue, a member of the panel. "They did an excellent job of pulling a lot of pieces together."

Sounds more like the citizens' oversight panel is putting a positive spin on an improving situation. That entire issue over the light rail line that you both were hoping would fracture the regional alliance is turning out to not be as threatening as you'd like. About half of the increase in the budget (only about 3% a year by the way) can be attibuted to things like debt costs and real estate prices, which are uncontrolable items. And as one of the article mentions, the budget is still well within expected revenue projections.

I'm halfway expecting Craig and Mark one day to report a ST Express bus break down as yet another reason why this project shouldn't go forward.

-- Patrick (patrick1142@yahoo.com), March 17, 2000.


"Interesting. How is this a deteriorating situation, and is it really the Times that is putting a positive spin on it? "

For the reading challenged in the audience (such as Patrick):

"Right now they are 12 percent over budget," he said.

The $476 million increase in the budget includes projects that may not go forward, said Denny Fleenor, a spokesman for Sound Transit. For example, the agency has tentatively set aside $5.6 million for water-taxi service between Kirkland and the University of Washington, he said.

The panel also raised concerns about Sound Transit remaining on schedule with its projects. The report noted that commuter-rail service was supposed to start between Tacoma and Seattle last December. It's now projected that limited service will start in September, with full service in 2002. "

Perhaps in Patrick's world, 12% over budget and two years behind time is a GOOD thing. Losing the support of Evans or other members of the Board of Regents for a stop at the UW is a GOOD thing. Becoming more dependent on a dwindling federal light rail budget is a GOOD thing (Well, maybe, when the "expected" revenue isn't there, they are someone to blame it on).

For most of us, that'd be a deteriorating situation.

-- Mark Stilson (mark842@hotmail.com), March 17, 2000.


Patrick-

LetUs see, Sound Transit says: "Much of the funding hinges on whether Sound Transit wins a $700 million grant with the federal government over the next few months. The agency is negotiating with the Federal Transit Administration in hopes of reaching an agreement by June, Sound Transit spokesman Clarence Moriwaki said."

And the Feds Say:

Seattle/Central Link LRT (MOS) The Central Puget Sound Regional Transit Authority (Sound Transit) is planning a 23.5-mile, 23-station light rail transit project running north to south from Northgate, through downtown Seattle, Southeast Seattle and the cities of Tukwila and SeaTac. The Link LRT system would connect with and operate through the existing 1.6-mile Downtown Seattle Transit Tunnel. Sound Transit plans to implement this system as a series of "minimum operable segments" (MOS). The first MOS will consist of a 7.2-mile, 10-station line running southwest from NE 45th Street to South Lander Street, operating over a combination of new, exclusive right-of-way and through the Downtown Seattle Transit Tunnel. The total cost of the MOS is estimated at $1,500.00 million, of which Sound Transit is expected to seek $500.00 million (33 percent) in $5309 new starts funding. Ridership for the MOS is estimated at 87,200 average daily boardings and 39,800 daily new riders. The Link LRT system is one element of Sound Transit's voter-approved ten year, $3.914 billion Sound Move regional transit plan, which also includes a 2-mile light rail line in downtown Tacoma; an 82-mile commuter rail system operating between Lakewood and Everett (the Sounder); 20 new regional express bus routes; 14 High Occupancy Vehicle (HOV) direct access ramps (providing access to over 100 miles of existing HOV lanes); 14 new park and ride lots and 9 transit centers; and other service improvements. The entire 23.5-mile Link LRT is expected to serve 156,400 daily riders by 2020. The total capital cost of the complete system as proposed is estimated to be $3.1 billion. The RTA Board adopted the Sound Move regional transit plan in May 1996. Voters approved $3.914 billion in local funding for implementation of the plan in November 1996. A Major Investment Study of Sound Move's services was completed in March 1997. Sound Move is included in the Puget Sound Regional Council's (the area's MPO) Transportation Plan and Regional Transportation Improvement Program (TIP). FTA approved initiation of preliminary engineering on the Link LRT in July 1997. Sound Transit is expected to request FTA approval to enter final design for MOS-1 in early 2000. The Seattle Sound Move Corridor, of which Link is one element, was authorized for final design and construction by Section 3030(a)(85) of TEA-21. Through FY 1999, Congress has appropriated $16.91 million in $5309 new starts funds for Sound Move. An additional $24.53 million was appropriated for the Link LRT in FY 2000. The Link LRT MOS-1 has been rated "medium-high" for finance and "high" for project justification, based on FTAUs evaluation under $5309(e). This results in an overall project rating of "highly recommended." FTA anticipates that Sound Transit will be ready for an FFGA for MOS-1 of the Link LRT before the end of FY 2001. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $35.00 million be provided for this project in FY 2001.

The proposed new starts funding level of $1,058.40 million is based on the guaranteed funding level authorized by TEA-21 for FY 2001, and accounts for the following factors: http://www.fta.dot.gov/library/policy/ns/ns2000/2000nsr.htm#_Toc477146686

Now Sound Transit says they gotta have $700 million out of a total new starts funding of $1058 million, a mere 66% of the whole federal pie, and the Federal Transit Administration is recommending a $35 million slice, or about 5% of what Sound Transit says it needs. Of course, itUs no longer 23.5 miles, nor is it 23 stations, and itUs over budget already, but, hey, you may be right. I

-- (craigcar@crosswinds.net), March 18, 2000.



Patrick-

LetUs see, Sound Transit says: "Much of the funding hinges on whether Sound Transit wins a $700 million grant with the federal government over the next few months. The agency is negotiating with the Federal Transit Administration in hopes of reaching an agreement by June, Sound Transit spokesman Clarence Moriwaki said."

And the Feds Say:

Seattle/Central Link LRT (MOS) The Central Puget Sound Regional Transit Authority (Sound Transit) is planning a 23.5-mile, 23-station light rail transit project running north to south from Northgate, through downtown Seattle, Southeast Seattle and the cities of Tukwila and SeaTac. The Link LRT system would connect with and operate through the existing 1.6-mile Downtown Seattle Transit Tunnel. Sound Transit plans to implement this system as a series of "minimum operable segments" (MOS). The first MOS will consist of a 7.2-mile, 10-station line running southwest from NE 45th Street to South Lander Street, operating over a combination of new, exclusive right-of-way and through the Downtown Seattle Transit Tunnel. The total cost of the MOS is estimated at $1,500.00 million, of which Sound Transit is expected to seek $500.00 million (33 percent) in $5309 new starts funding. Ridership for the MOS is estimated at 87,200 average daily boardings and 39,800 daily new riders. The Link LRT system is one element of Sound Transit's voter-approved ten year, $3.914 billion Sound Move regional transit plan, which also includes a 2-mile light rail line in downtown Tacoma; an 82-mile commuter rail system operating between Lakewood and Everett (the Sounder); 20 new regional express bus routes; 14 High Occupancy Vehicle (HOV) direct access ramps (providing access to over 100 miles of existing HOV lanes); 14 new park and ride lots and 9 transit centers; and other service improvements. The entire 23.5-mile Link LRT is expected to serve 156,400 daily riders by 2020. The total capital cost of the complete system as proposed is estimated to be $3.1 billion. The RTA Board adopted the Sound Move regional transit plan in May 1996. Voters approved $3.914 billion in local funding for implementation of the plan in November 1996. A Major Investment Study of Sound Move's services was completed in March 1997. Sound Move is included in the Puget Sound Regional Council's (the area's MPO) Transportation Plan and Regional Transportation Improvement Program (TIP). FTA approved initiation of preliminary engineering on the Link LRT in July 1997. Sound Transit is expected to request FTA approval to enter final design for MOS-1 in early 2000. The Seattle Sound Move Corridor, of which Link is one element, was authorized for final design and construction by Section 3030(a)(85) of TEA-21. Through FY 1999, Congress has appropriated $16.91 million in $5309 new starts funds for Sound Move. An additional $24.53 million was appropriated for the Link LRT in FY 2000. The Link LRT MOS-1 has been rated "medium-high" for finance and "high" for project justification, based on FTAUs evaluation under $5309(e). This results in an overall project rating of "highly recommended." FTA anticipates that Sound Transit will be ready for an FFGA for MOS-1 of the Link LRT before the end of FY 2001. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $35.00 million be provided for this project in FY 2001.

The proposed new starts funding level of $1,058.40 million is based on the guaranteed funding level authorized by TEA-21 for FY 2001, and accounts for the following factors: http://www.fta.dot.gov/library/policy/ns/ns2000/2000nsr.htm#_Toc477146686

Now Sound Transit says they gotta have $700 million out of a total new starts funding of $1058 million, a mere 66% of the whole federal pie, and the Federal Transit Administration is recommending a $35 million slice, or about 5% of what Sound Transit says it needs. Of course, itUs no longer 23.5 miles, nor is it 23 stations, and itUs over budget already, but, hey, you may be right. I

-- (craigcar@crosswinds.net), March 18, 2000.


http://www.fta.dot.gov/library/money/budget/5309ns.htm

Here it is in a nutshell.

http://www.fta.dot.gov/library/money/budget/5309ns.htm

-- (craigcar@crosswinds.net), March 18, 2000.


And here's Al Gore's take on the issue:

http://www.dot.gov/affairs/fta9900.htm

Gee Patrick, I assume you're speechless. Not much sarcasm all of a sudden.

-- (craigcar@crosswinds.net), March 18, 2000.


Must have been in the bathroom getting rid of all his "tea" when he came up with it.

-- Marsha (acorn_nut@hotmail.com), March 18, 2000.

Hey Patrick-

You need $700 million for Sound Transit? Maybe you can hold a fund-raiser at the local Buddhist Temple, get some of the nuns to launder ChiCom money for you. It's been done before, so I'm sure there's no controlling legal authority to stop you! ;-D

zowie

-- (zowie@hotmail.com), March 18, 2000.



" The first MOS will consist of a 7.2-mile, 10-station line running southwest from NE 45th Street to South Lander Street, operating over a combination of new, exclusive right-of-way and through the Downtown Seattle Transit Tunnel."

Pardon me, but when I went to the U-Dub there really wasn't any shortage of transit trips running between downtown and NE 45th .

As a matter of fact, between Bus 7 (http://transit.metrokc.gov/bus/schedules/s007_0_.html), bus 25 (http://transit.metrokc.gov/bus/schedules/s025_0_.html), bus 43 (http://transit.metrokc.gov/bus/schedules/s043_0_.html), 66 (http://transit.metrokc.gov/bus/schedules/s066_0_.html), 70 (http://transit.metrokc.gov/bus/schedules/s066_0_.html) 71 (http://transit.metrokc.gov/bus/schedules/s071_0_.html) 72 (http://transit.metrokc.gov/bus/schedules/s072_0_.html), 73 (http://transit.metrokc.gov/bus/schedules/s073_0_.html), 74 (http://transit.metrokc.gov/bus/schedules/s074_0_.html) and a NUMBER of others, it would appear that NE 45th STILL has bus service up the yong-yang.

So if I get this correctly, we are going to spend $1.5 BILLION and take away the bus tunnel ( which was $400-500 MILLION as I recall) to put these bus riders on a train for 7.2 miles. And then we HOPE that this will attract another 40,000 riders from an area that is already saturated with transit routes. At a mere $200 million a mile ($270 million a mile if we toss in the cost of the bus tunnel) that would be about 50,000 per new rider. What a great deal!

-- Mark Stilson (mark842@hotmail.com), March 18, 2000.


Yeah Mark, and THIS is going to get hilarious. I can see it now. A condemnation proceedings being fought all the way to the Supreme Court, during which time Orin Hatch is doing everything possible to see that Sound Transit doesn't get a dime of federal money, and the Mormon church declares a holy war against the state of Washington. And oh yeah, Patrick, I saw a Sound Transit bus with a flat tire last Thursday.

Mormon church now a party to U District light-rail talks It opposes student center as site for station entrance Saturday, March 18, 2000 By GEORGE FOSTER SEATTLE POST-INTELLIGENCER REPORTER The Mormon church has turned up as a third party in complex negotiations between the University of Washington and Sound Transit over light rail in the University District. UW physics and fisheries professors worry that the agency's tunneling and train operations will damage vibration-sensitive research. Administrators foresee traffic jams and unwieldy relocations. But UW and Sound Transit agree the Church of Jesus Christ of Latter-day Saints student center on 15th Avenue Northeast would be a good place for an entrance to an underground Pacific Street station. Think again, says Gordon Conger, retired Seattle attorney and LDS leader. LDS officials oppose relocating the 40-year-old church and Institute of Religion, used for worship, classes and recreation by hundreds of Mormon students. Weldon Ihrig, UW's executive vice president, yesterday said the university has offered the services of its real estate office to find the LDS center another location. But Conger said the church wants to stay put. "We're not going to sue anybody, but we will defend with all the resources available" the church's right to remain there at the corner of 15th and Northeast Pacific Street, Conger told the UW Regents. Referring to the First Amendment of the U.S. Constitution, Conger said "we believe there is a free exercise of religion issue here" that prohibits taking church property. Conger said the church isn't being stubborn, but there are no other suitable properties nearby. Bob White, Sound Transit executive director, noted his agency has until April 1 to reach agreement with the university on a station site. There is an alternative site for the north entrance: land north of the LDS center and immediately to the south of Gould Hall, home of the College of Architecture and Urban Planning and site for future expansion of the building. It would cost Sound Transit more money. Jeffrey Ochsner, the Architecture Department chairman, argued against the Gould Hall site at yesterday's meeting, saying it would be cumbersome to incorporate a three-story-high station entrance into the addition. After hearing others speak on the inefficiency of combining a station entrance with a Gould addition, former Gov. Dan Evans, a UW Regent and one-time civil engineer, voiced frustration. "Good God," he said. "This (Gould Hall) is the School of Architecture. We should be able to figure out something real smart."

------------------------------------------------------------------------ P-I reporter George Foster can be reached at 206-448-8341 or georgefoster@se

-- (zowie@hotmail.com), March 18, 2000.


And it's not getting any better-

Crucial transit talks loom Facing deadline for $2 billion federal grant, Sound Transit must reach deal quickly with UW David Quigg; As the workweek ended, Sound Transit was negotiating on two fronts to keep its regional system on track. The most crucial and pressing talks were with the University of Washington. Under a Federal Transit Administration deadline, Sound Transit has until next week to win the UW's support for its light-rail line - a $2 billion route slated to run from the City of SeaTac to the edge of the Seattle campus. "Simply put, nearly half a billion (dollars) in federal funding is at stake," Sound Transit spokesman Clarence Moriwaki said. This was supposed to be the year Sound Transit nailed that money down for good. Officials expected to negotiate a so-called Full-Funding Grant Agreement with the federal government by September. But Sound Transit can't even apply for the multiyear funding deal without UW buying in. That makes the current impasse urgent. "The window is now," Moriwaki said. Until Friday afternoon, federal officials were actually set to close that window this weekend. But both sides asked for wiggle room and got it. In the meantime, Moriwaki said Sound Transit, its board members and its supporters in the environmental, business and labor communities will talk with members of the UW Board of Regents. The next official negotiations will be Wednesday, said Bridgett Chandler, UW's assistant vice president for regional affairs. Asked whether she thinks the two sides can meet even their new deadline, Chandler said, "Sound Transit knows what the regents need in order to sign an agreement." Those needs are detailed and plentiful. They include: * Protection of on-campus research projects from vibration and electromagnetic interference. * Clear plans to track and fix congestion problems caused by people coming to the light-rail station. * Clear standards for noise, dust, fumes and other byproducts of construction. * Relocation of displaced facilities. * Compensation for costs Sound Transit's disruptions will add to the UW's own building projects. And then there is the big obstacle: the UW does not want its campus to be the endpoint for the light-rail line. The university wants the line extended to north to the park-and-ride lots at Northgate. So does the Downtown Seattle Association. And so, for that matter, does Sound Transit, which estimates that getting light rail to Northgate would put 16,500 extra riders on the rails every day. The trouble is, Sound Transit can't afford a longer line. The transit agency and its allies tried to get the Legislature to kick in $214 million for a Northgate extension. So far, the best they've gotten is $80 million over four years from the House. The Senate would give only $10 million. The dispute is part of what is holding up a budget agreement as the Legislature nears the end of its 30-day special session. That would seem to doom the UW-Sound Transit talks. But Chandler said she could not rule out the possibility that the regents might sign off on light rail if Sound Transit addressed every concern but Northgate. "They'll have to make that decision," she said. In its most recent printed critique, Sound Transit's official Citizen Oversight Panel cited the apparently "stalled" UW talks among its key concerns with the transit agency. So if the talks are stalled, which side deserves to prevail? "Perhaps I'm the wrong person to ask, because I could argue it very strongly from either side," said Art Carter Jr., vice chairman of the oversight panel. Both sides, he said, are protecting their interests in reasonable and rational ways. What that means for the future of light rail won't be clear until the end of next week. Meanwhile, other Sound Transit negotiators are trying to come to terms with the Burlington Northern Santa Fe railroad. BNSF owns the tracks that would carry Sound Transit's Sounder commuter rail service. The line is supposed to start carrying passengers from Tacoma to Seattle in September. But that debut depends on a deal over track improvements that would allow more freight and passenger trains to share the rails. Sound Transit and BNSF had an agreement in August, but it depended on $60 million in state funding. The passage of Initiative 695 forced the two sides to renegotiate. Those negotiations are "98 percent" complete, Sound Transit's Moriwaki said. The agency had hoped to have a deal by the end of this week. Now officials are shooting for next week. Voters in Pierce, King and Snohomish counties approved the $4 billion initiative that created Sound Transit in 1996. Plans call for a regional system to include commuter trains, light rail, express buses and other transportation improvements. The bulk of the funding is coming from local taxes, including a 0.4-cent sales tax and 0.3 percent ve

-- (craigcar@crosswinds.net), April 02, 2000.


And it's getting down to the wire again for Sound Transit. Every oops, miscue, and slowdown (not to mention the FACT of passage of I- 695) is being used by the eleven competitors to Seattle in the race for federal funds. One of the risks of matching funds is that they make you commit a whole lot of time, effort, and money, in the HOPE that you'll get the federal money. And with 12 cities competing for enough dollars to fully fund maybe 5 systems, that kind of guarantees that someone is still going to be standing when the music stops. Wonder who it'll be?

April 4, 2000 Sound Transit, UW face Wednesday deadline By RAGAN WILLIS Journal Staff Reporter It's a battle between two giants. The University of Washington and Sound Transit are at loggerheads over nearly two dozen different policy and technical issues regarding light rail impacts to the university. Unlike the various other stakeholders upset by the proposed, 21-mile light rail line, the UW has tangible clout: it owns land Sound Transit needs to build stations and a tunnel. And Sound Transit doesn't have authority to condemn state-owned property. The Federal Transit Administration extended until Wednesday the deadline for Sound Transit to reach a tentative agreement with UW to tunnel under its campus and build two stations, one at Northeast 45th Street and another at Northeast Pacific Street. The original deadline was March 31. After several meetings last week and yesterday ended without an agreement, members of the UW Board of Regents and Sound Transit board members will convene again today. Both parties are also scheduled to meet Wednesday afternoon in Mayor Paul Schell's office, according to Denny Fleenor, Sound Transit spokesperson. If negotiations fail, Sound Transit risks losing federal funding until 2003, according to Sound Transit Executive Director Bob White. "At minimum, we'd lose this year's federal funding cycle," White said. "And in all likelihood, the 11 other cities competing for funds would secure from Congress all of the remaining funds for the next three to four years." White is heartened by the FTA's deadline extension, saying the decision signifies strong support for the $1.9 billion project -- at least from the FTA's regional office. He added, however, that Sound Transit must be diligent about meeting all other deadlines to stay competitive in the 12-city race for federal money. http://www.djc.com/news/ae/11006199.html

-- (craigcar@crosswinds.net), April 04, 2000.


And now the coalition is starting to unravel.......

Downtown Association urges members to oppose rail plan Wednesday, April 5, 2000 By GEORGE FOSTER mailto:georgefoster@seattle- pi.commailto:georgefoster@seattle-pi.com SEATTLE POST-INTELLIGENCER REPORTER The Downtown Seattle Association is recommending that its members oppose construction of a light rail system until adequate funding is in place. In a letter sent to members yesterday, the association's board questions whether electric-powered trains operating from SeaTac to the University District or Northgate will really improve transit capacity and access downtown. The SeaTac-to-U District cost is budgeted at $1.92 billion, and the line should be completed in 2006. Portions of an earlier draft of the letter were released last week. Questions about the downtown tunnel capacity of the electric light rail trains have also been raised by a group critical of the project, Citizens for Mobility. Sound Transit faces a federal deadline today on reaching an agreement with the University of Washington on construction of the Link line, including two stations, under the campus. The UW Board of Regents and the association trustees share a common position: Neither want the electric transit system to end at Northeast 45th Street in the U District. UW officials foresee huge traffic and parking problems around the campus station should the line end there. Downtown business interests worry that without a bus-train transfer point at Northgate or farther north, coaches would continue downtown and clog streets. However, reaching Northgate comes at a cost -- $415 million in 1995 dollars -- and Sound Transit's executive director, Bob White, said there is no guarantee additional money will be available. Other campus issues include protecting laboratory research from vibrations caused by construction and train operations. The Federal Transit Administration required an agreement between UW and Sound Transit by April 1, but moved the date ahead to tomorrow when both sides failed to come to terms Friday. The transit agency is seeking a long-term funding arrangement with the FTA and must show that it has come to terms with the university before being eligible for $500 million through 2003. That would go toward the initial segment of the Central Link line from the U District to South Lander Street. The association's letter also made these recommendations: That the transfer of King County's 1.3-mile downtown bus tunnel to Sound Transit for exclusive rail use be conditioned on extending the Link system to Northgate, or beyond, and that the project come within budget. That final bids on the system be reviewed for cost containment measures by outside experts. That the association commission an independent study to address "several outstanding questions about the impacts of light rail" on the downtown area.

http://www.seattle-pi.com/local/rta05.shtml

-- (craigcar@crosswinds.net), April 05, 2000.



From the Seattle-PI: "The University of Washington and Sound Transit officials hammered out an "agreement in principle" last night to build part of the $1.923 billion Link light rail system under the campus by 2006."

As usual, Craig's predictions of Sound Transit's early demise are greatly exaggerated. Sound Transit's major revenue stream, a special excise tax for license tabs, was unaffected by I-695.

I'm not a big fan of surface rail, myself. I think a subway system is the way to go. Although, I imagine the costs would be astronomical for a fairly extensive subway system. But, hey, if the Feds foot the bill, who cares!

-- Matthew M. Warren (mattinsky@msn.com), April 06, 2000.


Darn Matthew, you beat me to the punch! Well I'm sure Craig will find some other reason to claim that Sound Transit is falling apart, a ST Express bus getting a flat tire on I-5, a driver stubbing his toe, etc....

The Downtown Association's stance is a bit chicken or the eggish. Basically they're concerned that ST would not be able to come up with additional funding to extend the line to Northgate so they're threatening to withdraw their support. Of course by withdrawing their support, they create the possibility of causing the situation that they are concerned about.

Anyway, it's fairly moot now. With the UW in agreement, that Fed money is almost certainly a lock. I mean, when they extend the deadline JUST so Sound Transit can remain eligible for the money, it's a good indication that they want to give it to them.

Going back to the original question "And how are things going with Sound Transit?" Well let's see, rosy outlook from the citzen's oversight panel, green light from the UW, that should lock up the federal money, that will extend the light rail line to Northgate, that will make the Downtown Association happy, that will make the state more willing to chip in funding, that will keep plans on track, that will make the people less likely to "knife the baby" with I- 711. I'd have to say pretty darn good.

-- Patrick (patrick1142@yahoo.com), April 06, 2000.


"Anyway, it's fairly moot now. With the UW in agreement, that Fed money is almost certainly a lock. I mean, when they extend the deadline JUST so Sound Transit can remain eligible for the money, it's a good indication that they want to give it to them.

Going back to the original question "And how are things going with Sound Transit?" Well let's see, rosy outlook from the citzen's oversight panel, green light from the UW, that should lock up the federal money, that will extend the light rail line to Northgate, that will make the Downtown Association happy, that will make the state more willing to chip in funding, that will keep plans on track, that will make the people less likely to "knife the baby" with I- 711. I'd have to say pretty darn good. "

Ladies and Gentlemen, boys and girls, let's just lock the above quote from Patrick away for the next 3 months. It's now the 6th og April, let's re-address this after the fourth of July, and see just how accurate it is!

My reading, by the way, is that the UW didn't want to be the one accused of "knifing the baby" as Patrick so sweetly puts it, and agreed to finess their differences as long as "the traffic effects in the U district will be controlled" which I assume means no additional bus traffic feeding the station there and as long as they made some expensive modifications to address the electromagnetic and vibration effects to avoid fouling up the geophysics experiments. The federal money, by the way, is not to extend it to Northgate, but simply to pay the Fed's assumed share of the existing plan. And if the feds were all that enthused, they wouldn't be making Sound Transit spend the extra money to come up for plans with a seven+ mile long "minimal operable segment." But continue to look through your rose colored glasses, Patrick. It's always fun to let reality surprise you.

the craigster

-- (craigcar@crosswinds.net), April 06, 2000.


Moderation questions? read the FAQ