This is a really cool transit system. Leave it to those hip northwesterners to come up with a functional way of building and operating a regional transit system. The Central Puget Sound Regional Transit Authority – or Sound Transit – serves over 3 million people in an area of 3,300 square miles in and around Seattle, Washington. (In comparison, Miami-Dade County has a population of 2.4 million, and an area of 1,900 square miles).
Sound Transit, much like our own MPO and MDX, is a state authorized board that is responsible for connecting King, Snohomish and Pierce Counties using express buses, light rail and commuter rail (among other methods). This regional system is in addition to the local transit options throughtout the three county area (including the Seattle/King County Metro Transit System).
Sound Move: The Plan
I guess they have a similar problem in Washington State as we do in South Florida: accountability. They asked themselves: how can we invest loads of money into public infrastructure projects and not be hampered by political infighting, cost overruns or ineffectual management. Sound Move was their answer.
“In May 1996, the Sound Transit Board adopted Sound Move . The plan includes a mix of transportation improvements: high-occupancy vehicle (HOV) lane access improvements, ST Express bus routes, Sounder commuter rail and Link light rail. The plan includes new community “gateways” — connections in urban and suburban areas for communities to connect to the rest of the region. Sound Move is a comprehensive regional transit plan made up of almost 100 separate but interrelated capital and service projects. The plan also contains commitments to:
- Equitable revenue distribution. Local tax revenues will be used to benefit the five subareas of the Sound Transit District (Snohomish County, North King County, South King County, East King County and Pierce County) based on the share of revenues each subarea generates.
- Simultaneous work on projects in all subareas. Work will begin on projects in each of the subareas so benefits will be realized throughout the region as soon as possible. Projects likely to be implemented in the latter part of the first phase are those requiring extensive engineering and community planning.
- Coordinated services and integrated fares. Regional and local transit services will be coordinated and an integrated fare structure developed.
- System expansion or tax rollback. Any second phase capital program that continues using local taxes for financing will require voter approval. In the absence of voter approval of any plan to expand the system, Sound Transit will roll back the tax rate to a level sufficient to pay off outstanding debt, and operate and maintain the investments made as part of Sound Move.
- Annexations and extensions of service outside the Sound Transit District. Sound Transit may provide services outside taxing district by contracting with local agencies. Areas that would benefit from Sound Transit services may be annexed into the Sound Transit District if citizens within those areas vote for annexation.
- Public accountability. Sound Transit will hire independent auditors and appoint a citizen committee to monitor Sound Transit’s performance in carrying out its public commitments. Citizens will be directly involved in the placement, design and implementation of facilities in their communities.”
Sound Move Phase 1 planned for 80 miles of Commuter rail, and 25 miles of electric light rail, along with necessary park and ride facilities. They allowed the plan to change over time, but always aggressively pushed the development of the transit system. They followed through on these commitments and came back to voters in 2005 to establish a second phase of projects, called Sound Move Phase 2. This plan was sent to voters in 2007 bundled with a road building measure and was defeated. It has since been put back on the ballot for voters this November, and promises to build 53 new miles of light rail within 15 years at a cost of $13 billion. All using Federal DOT money and local sales tax.
In three weeks our commissioners will meet once again to make decisions on the future of our transit system. They will be considering funding for the Orange Line, fare increases, and the viability of the People’s Transportation Plan. They need to study the way that other cities and regions around the country are dealing with the challenges posed by mass transit (funding, management, operations…etc.) Look at Sound Transit: it serves a population comparable to our own, but in twice the area!
Sounds like a lesson our commissioners need to hear.
A few of this weeks news:
- A bill to authorize a major deal between CSX Railways and the State of Florida to provide 61 miles of commuter rail around Orlando is trying to get through the State legislature today before the session ends. This would be a great move in the right direction for Central Florida. It also revives hope of a statewide rail system that could connect major urban centers and connect to local commuter rail. It is a boon for regional transit, and a great opportunity for rail lines throughout the state to really consider the benefits of public-private partnerships with municipalities as a way of providing mass transit. I for one want to see a line along the FEC corridor from downtown Miami to Ft. Lauderdale and points beyond. Then we’ll be cooking with gas.
- Surprise surprise, we are again in the top 5 cities with the worst traffic. It’s no wonder Miami is the cleanest city in the country, nothing gets dirty if everyone stays in their car…
- Not to beat a dead horse….I was trying to make this UDB fight a little less frustrating by being optimistic about the future of planning in Dade County when I read a couple of letters in the Herald today from Katy Sorenson and Natasha Seijas. Kudos to Commissioner Sorenson! You really get what this is about. Shame on you Commissioner Seijas! Your blatant disregard for the environment is clear from your leadership record on this issue. You claim that the UDB has been around since 1983, but according the Planning Department documents, the UDB was an implied line that was enforced by land use policies and maps since 1974. According to these same documents, based on an influx of 30,000 people a year, we have enough residential capacity until 2018, enough commercial until 2025, and industrial until 2029. I find it hard to understand why, given the best judgment of the county planning department, basic good planning principles, and negative recommendations from two different regulatory bodies, you wold move forward with this obviously backward decision. If, as you say, you are awaiting a report from the EPA, why not delay these decisions until then? Please save your platitudes for your constituents, and don’t patronize us by pointing out that the land use policy outside the UDB is just as bad as it is in. Thanks. If you really were really interested in solving these issues you would work on fixing these issues, and not touch the UDB. Here’s a suggestion, how about some creative thinking about our agricultural land and where we get our food. For example, if local agricultural interests worked to supply Dade County Public Schools with part of their dietary needs, you would find reduced shipping costs, and increased demand for local produce. I’m sure if you put your thinking cap on you could think of some win-win solutions (to quote Kordor). Incidentally, I made a little graphic that shows how commission votes were divided geographically across the county (green is against expansion and pink is pro), and what it shows is that the commissioners who voted no are predominantly in areas that are at risk of facing future UDB fights (Districts 8 and 9) or facing a backlash of overdevelopment (District 4). Commissioners Sorenson and Moss cover a great part of the developable land outside of the UDB. Interesting…
This week’s topic is how FDOT, like every other DOT across the country (I guess the Feds set the precedent here), is trying to raid the public transit funds for more road expansion projects in the Greater Miami Area (get used to it folks, we don’t fly with the “South Florida” nomenclature around here.)
On one end is the Florida Department of Transportation, or DOT, trying to keep money it uses to build and improve state roads. At the other is Tri-Rail, struggling to find money to fund the commuter train’s operations and pay for new projects.
“I wish we had more dollars, but by [giving Tri-Rail] the $2, I hope they realize this is a crisis,” he said. “The state needs to take a look at adding some funding sources for regional mass transit.”
If Tri-Rail doesn’t get a dedicated funding source and if the three counties cut their funding next year as expected, Tri-Rail officials say they’ll have to drastically reduce service. Under that scenario, Tri-Rail could default on a $334 million federal grant used to construct a second track because the money was awarded based on the agency’s pledge to operate at least 48 trains a day weekdays.
But is it streetcars we desire? The mass transit message is decidedly mixed. One day earlier this month, Tri-Rail celebrated ridership hitting a whopping 15,000. There are Burger Kings with more traffic at their drive-thru windows — and they serve food.
Photo courtesy of Flickr account: Andrew M Butler
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