Motley Blog

I moved to Seattle in January 1986. My first civic involvement was volunteering to help start the Broadway (Seattle) BIA, second was a group called KC 2000. (The end result of this would be the Metro/King County Merger per the Judge Zilly decision.) These KC2000 folks would be perceived as the typical regional heavy hitter crowd. FWIW the earlier, more modest endeavor, matured more sweetly in my memory.

This was the end of the Reagan era, the Fall of 1987 when George I was making his run. At that time the economy was tanking, and I used that as a theme for a promotional editorial I wrote in the UW Student Newspaper - The Daily.

Best thing about this event was the UW Students and Faculty I met - faculty included the Geographer/Demographer Richard Morrill and Transportation Engineer Scott Rutherford.

Two student footnotes: The Op-Ed was published by Sally Clark, currently a Seattle Councilmember, and perhaps the best home grown public career resume of my generation, locally.

Asterisk
Second was Tom Nolan. At the time he was doing his Master's Thesis on a proposed Computerized Mapping system for King County. Tom currently runs the City of Seattle Department, funded by City Light. This is his Master's thesis abstract/outline relevant to the local history of this profession, a topic I should continue to write on.

The handwriting should be his.

As a resident of Tacoma I'd make a similar argument for Pierce County. Perhaps the most important thing to think about is how Pierce and S. King coordinate their somewhat overlapping interests.

Kimberley Marlowe Hartnett is David Brewster's and Crosscut's best hope at avoiding the stereotypical Seattle limousine liberal mindset (including symptoms of xenophobia?) in his current effort to expand his voice beyond the bounds of the 36, 37, and 43rd State Legislative Districts (okay, maybe the 48th as well).

Marlowe Hartnett is a Portland resident, a city, like Seattle, that has not seen a real estate slump (of 3 total nationally) - and perhaps for better reason.

She writes whimsically about Portland's coming year - in a style that owes a bit to Crosscut Editor Knute Berger.

I was in that City over Christmas and commented on her piece at some length - albeit wandering off topic, onto the above subject.

Viewing your city through the perspective of another is important, especially those in your region. This particular 'rambling' of mine looks at the issue of planning light rail - whether it be streetcar oriented like Tacoma's LINK or a regional system like the light rail system with a 'track record' - Portland's MAX.

Having had a favorable experience riding the Sounder this year I decided to try Amtrak - at $25 one way, cheaper than my gas driving alone. All in all it was a very enjoyable, and hopefully also, productive, 'multi-modal' trip. I urge you to become familiar with Marlowe Hartnett (linked above) as well as the details of my comments - though for different reasons.

The Tacoma Tribune has an editorial today regarding light rail, noting the faster than projected ridership on the Sounder Commuter train. They imply, but do not articulate, support for Sound Transit. I've submitted a letter to the editor, which I've enclosed below. (I've thought some about delaying the publishing of items I've submitted to others - this case though seems like one okay to put out immediately - it is not like my readership competes with theirs!)

The editorial is here.

Although I was, and am, opposed to Sound Transit I do agree with the editorial board's numbers regarding demand for high capacity transit.

The crucial number to understand at this point in reaching a plan of action is 20-30 years from now - the likely completion date of South Sound Light Rail. I think the case for arguing for a delay in that decision until it actually needs to be made is compelling.

Technology changes. It may well turn out that the best solution for the region's needs in 20-30 years is actually a replacement of the successful and easy to expand commuter rail - perhaps a bullet train or some sort of maglev technology?

Providing guaranteed funding to a single source agency with no real accountability for that time frame is simply idiotic. The power network behind Sound Transit is extensive and quite capable - but are they accountable to the individuals that make up this region? Or are they perhaps responsible for creating a 'hostile' working environment for everyone who choses not to be a corporate lackey(or political party hack)?

It is essential that Pierce County works together to get our fair share of transportation funding - what WE need now, not what appears to be simplest to obtain from a menu put together by a deadbeat agency with no real planning expertise or realistic local connections.

Those items include expanding Light Rail TCC and the Sounder to Lakewood. Personally I'd also like to see the Sounder go all the way to Olympia and a spur line built to Eatonville.

And this is a planning 'philosophy' that works not only in Pierce County but also for the rest of the region - perhaps nowhere more so with our close neighbors in South King County.

Instead of building that long expensive link between Sea-Tac and Tacoma how about connecting light rail to the Sounder Station in Kent? How about doing it in less than ten years instead of 30?

Instead of building light rail across I-90 with questionable engineering compatibility why not delay the building of that crossing until 520 is built, and built right for light rail? Why not, as proposed, extend commuter rail from Renton to at least Bellevue. (and perhaps using the segment north from Bellevue for the first track/technology upgrade).

Building Sounder service to the Eastside would create nearly as much demand as that service to Seattle - and Bellevue should also follow our lead by building their own starter light rail service to provide circulator service among the different areas of that medium density employment center.

The role of the Tribune in the leadership team of the South Sound is crucial. Jumping to easy to reach conclusions motivated more by a desire to grab for the easy pork rather than doing the right thing is a sure bet to create more problems than are solved. But then in 20-30 years, will you care?

The Tacoma News Tribune has, rightly, taken up the cause of advocating for Pierce County's share of regional transportation funds - including noting the rising need for same due escalating gas costs.

Today's paper has an editorial on this objective, but one that is, perhaps, miscalculated.

I've only lived in Pierce County for four years, and am really only begining to get involved, so it is definitely not for me to have a final say on this. However I have been a regular user of the routes in question, both for work here prior to my move and work north afterwards. I was also quite active during the early days of Sound Transit during my extended college years.

Though, personally, I think Sea-Tac airport should be transferred from the Port of Seattle to the Port of Tacoma it is a fact that connecting Sea-Tac to downtown and Pierce County is among the lowest priorities in Sound Transit's list.

Rather than giving a blank check to an agency, it is most important that we start on the highest priority projects now. Planning for a single source technology more than 20 years in the future is bad engineering and bad business. The TNT's editorial does call for the purchase of right of way for this corridor, and that is a wise position. Taking small steps of prudent planning and business is a good thing. Selecting mass transit corridors is not a reversible decision, nor fiscally imprudent, action.

Though the editorial rightly raises the need for better transit in Puyallup and Lakewood it is a simple fact that light rail works best in dense areas. Sounder service is scheduled for Lakewood already. Planning for a Sounder spur to Eatonville would do much to reduce traffic pressures on Puyallup's Meridian. In addition planning for extended light rail service - perhaps a loop via the EQC and Lakewood would also be wise. Who knows, by the time TCC students can afford to buy a Puyallup home the rest of us can afford to pay for Light rail service to that City as well.

Certainly I doubt, newbie that I am, that Puyallup residents are clamoring for light rail any sooner.

The most pressing issue is dealing with the complex network of business management problems associated with Sound Transit - perhaps best evidenced recently through the closely associated Port of Seattle scandal.

As to the local politics, perhaps we should hear again from the Dome Business District folks about what THEY think about Sound Transit's current management and legal team? And on the subject of roads - how about we get our own road district for Pierce County - or perhaps a reformed DOT service district organized around the Port of Tacoma and extending as far north as Kent?

Or for that matter know what you should be doing.

This is another Sound Transit piece. Discussion is currently underway as to the components of a November submittal, if at all.

The News Tribune's Patrick O'Callahan writes on the subject in this Sunday's edition.

In my opinion, for all the so-called 'expertise' they've hired on they aren't a functional organization. I'm not dissing any individuals, save for the folks that are supposed to be coordinating it all. The conversation about what to do isn't happening - rather it is all an exercise at self-congratulation and control, not doing about what is most important to be done NOW.

O'Callahan's editorial does make a good point about obtaining rights of way for the Tacoma to Sea-Tac segment and I hear there feelings about the priority of this segment, also important to their geographic market. But even this is framed in a way unneccesarily expensive. Instead of purchasing right of way outright why not just get the rights to purchase it 20 years down the road, give or take?

In a companion editorial board piece they acknowledge the problem of people voting for something that won't happen until after they are dead, perhaps as succint a statement of a core problem with this leadership. Instead of asking us to give them a free ride for the rest of their lives why don't they go away and give us some leadership that will respect the needs of small and medium sized businesses to operate unitl they die.

Give or take.

One last comment - though Olympia 'free-riders' going to Dupont to ride the system might be viewed as a problem I'd bet that Olympians might just well vote to join a system - one, say, that was only Sounder Train and Bus?

Crosscut can put forth some of the worst seattle centric limousine liberal right wing conspirator friendly propoganda - but at the same time they also manage to occassionally publish stuff from some of the best.

Today I commented on three pieces, a great example of this profile.

A piece by Hugh Spitzer is an example of some of the worst:

Hugh Spitzer on the Constitution

An op-ed by former WSDOT Director Douglas MacDonald is an example of some of the best:

Douglas MacDonald on Transportation and Realistic Growth Management

What Crosscut will actually mean to the NW is perhaps best foreshadowed by a piece by Business Manager Yazmin Mehdi.

Yazmin Mehdi writing about business

Recently State Attorney General Rob McKenna announced that the proposed sale of the NW's largest private utility Puget Sound Energy to an Australian led international investment group would be challenged. PSE is the NW's largest privately owned utility - number two, curiously, was the former Enron holding, Portland General.

This AG action has State ramifications relevant to our largest public capital decisions, even the current gubernatorial contest.

Sound Transit makes the environmental claim that their system is environmentally friendly - because it encourages urban living.

But let's not forget that one of the reasons people have left Urban environments is because of the standard practices of urban legal 'control' (I'd use the words 'Urban Harrassment').

As such, a prediction for your consideration-

Urban living could be made more desirable than the benefits of Sound Transit at zero cost by removing Sound Transit legal counsel COMPLETELY from power.

Another Sound Transit 'antithesis', #2b.

The current Sound Transit plan is now being finalized - likely though through the same sorts of irrelevant public process that led to the failure of Prop. 1 earlier this year.

Two elements of this evolved plan merit your consideration.

The first is the environmentalists call for a vote seperate from roads. Though I am a balanced roads/transit guy, I do support this as a fair process. I would of course hope that any environmentalist of political integrity would also support the submital of a roads only package, to be fair.

This is all well and good - until you consider item number two. The current alternatives being seriously discussed are centralized Seattle-centric plans - as opposed to a distributed priortization which serves all sub-areas with 'equity'. As such the 'environmentalists' are apparently forming a coalition with the power, and cash, sucking 'people' of Downtown Seattle.

This is a lose-lose decision. On the one hand this geographic divisiveness may well kill any environmental benefits that the Sound Transit light rail plan might provide.by alienating suburban voters. On the other hand the plan might pass and we would be stuck with an environmental bully as damaging as Gregoire's gender bullys.

Cops, Crooks, and Politicians

By Neil W. Moloney

With a foreword by Former Governor John Spellman

1993

This book is not quite the tell all that the title promises, however for those concerned with public safety, post WW2 corruption, or Pacific NW history this is a must read.

This is a cop's story of an uncompleted investigation, starting with a 1954 murder of a Seattle Police Officer in a Greenwood neighborhood bank robbery. The perpetrators were Canadians, apparently connected.

The author, former chief of the Seattle PD, Port of Seattle, and the Washington State Patrol, started his career about this time. He rose to the top ranks in the 1974 corruption scandals, a story he also addresses.

He doesn't name American names, or at least new ones. He does talk at great length about Canadian corruption and implies that there are similarities in 'practice' on this side of the border.

One name he mentions a lot, and seems to like, is former US Attorney Brock Adams who did his best to prosecute the case. Curiously this book was written not long after Adam's disgracement on no evidence.

Reading between the lines the names not said would be Norm Maleng and the Judges of King County, to start. Moloney though is a good cop, and states only those conclusions that he can back up.

It is up to the reader to bring their own experience to the story - and to ask themselves whether those same corrupt practices continue - or, as more likely, reinvent themselves.

Though legal counsel for the currently troubled WAMU savings bank have crafted a careful image of social and environmental responsibility their financial practices and 'PC' abuses of power will in fact result in a net loss on these issues and the individuals themselves responsible will continue to profit from these 'changes'.

A picture of the Sound Transit MLK alignment, with Station and partial re-development:

Martin Luther King is an acceptable shortcut from Seattle South, during the PM rush. Sound Transit construction has slowed it a bit, but also added to the interest. On my way back from a recent Seattle trip I noticed traffic slowing considerably due a bike on the route.

It's a slightly ironic outcome of squeezing rail transit into a city arterial that bikes really don't work anymore.

Main Street in Metropolitan Puget Sound, Metropolitan Seattle, as 'they' would prefer is no longer 3rd Avenue. Main Street in this city-region is now I-5 or 405, with the various malls strong along it's length as our new 'main' street businesses.

The folks at Sound Transit would like to make main street for this region their light rail system, and, though I'm currently an opponent (for financial and legal reasons) they do have a shot at it. Given the current people in charge this is a very scary thing.

Sound Transit is currently controlled by the law firm of Foster Pepper Shefelman. I testified at a recent meeting about the financial and legal practices of this firm, given the recent failure of another institution they control, Washington Mutual Bank. In addition I also pointed out a specific example of managerial ommission in Tacoma/Pierce County the bike trail crossing of Pacific Avenue at the Sounder location, as per the GMA mandated Tacoma Comp Plan under employee Chris Larson.

A telling quote from FPS senior Partner Judy Runstad, former land use czaress at the City of Seatte, from a Jean Godden column in 2001. (Godden and Runstad share hair stylists, as well as money from FPS and hubby Jon Runstad)

Twas in Seattle for a bit of a December regional conniviality (sp?) at the Puget Sound Regional Council. The PSRC is just completing another volume of their decade by decade planning document for the bookshelf, and, more importantly, making decisions on funding for the next few years of Transportation funding, both road and transit.

The PSRC does not have real authority, but it is mandated by the Feds as a condition for their dollars, so, the influence is substantial. They attract some of the region's finest electeds, and, unfortunately also, some of the the easiest to manipulate on financial matters. They well may end up being the brokers on the viaduct deal and the approvers of 'economic recovery' monies, the first phase of which is in the pipeline. (500 million for the State, 150 million for the region, tops, if I recall correctly.)

This is the chair of the Transportation Committee, Julia Patterson - she got her start towards the end of my five plus years as an active friend of the group. Patterson doesn't look to happy, she's reacting to a bit of a play by Mark Weed, chair of the Greater Seattle Chamber of Commerce's Transportation Committee, in the tone of their recent efforts to push through their preferred alternative for the Viaduct, without paying for it.

The field of potential challengers to Seattle Mayor Greg Nickels continues to narrow, however one name remains on the active rumour circuit, architect Peter Steinbrueck. He has not announced a candidacy by any means, but a poll, source unknown, has been leaked that shows him as a viable candidate - beating Nickels 46% to 24%.

In Tacoma an architect is the only current candidate - Jim Merritt for the mayoral position in that 200,000 soul locale (800 in the County, a similar ratio to Seattle/King). Merritt cut his teeth as a young architect being directly inspired by leaders like Victor Steinbrueck. In Tacoma he has been a civic force for decades leading the development of community grounded solutions to such major problems as the Asarco superfund site and the construction of the 705 freeway connecting I-5 to Downtown Tacoma, all while running a successful architectural practice.

While it is the case that junior Steinbrueck might not have the managerial experience to run Seattle it also may well be that his respect in the **community** could easily outweigh any such deficiency. Many hands certainly make for light work.

The election of both Steinbrueck and Merritt would certainly signal a sea change in current approaches to regional decision making - god knows who actually controls that now.

I must confess I was once a big transportation policy wonk - hopefully 15 years of abstinence have cured any weaknesses thereof. I have been getting active again over the last year and half here in Tacoma and hopefully can still indulge this obsession with a bit of prudence and productivity occassionally, as such, the following.

Proposed: A Sound Transit 2 Funded Expansion of Light Rail in Tacoma Integrating the Existing High Capacity Light Rail Corridor into the Currently Funded HOV Expansion of I-5 adding Bus service as per the same Design Specs as in the Downtown Seattle Transit Tunnel.

Click Here for the High Resolution PDF

Please note that although there is strong precedence for this approach including direct HOV access ramps, as at 320th in Federal Way, and strong general support for multi-modal systems I am not aware of any project that creates a direct HOV-Light Rail connection. Handling the seperation of car pools and HOT lane users from larger vehicles is not designed in this proposal, but is presumably resolvable with a minimum of risk.

Russell Investments is considering a relocating its Headquarters as part of it's current planning processes - a big topic in the Pierce County media of late.

Seattle is a major suitor for Russell - and there is definitely a logic to it - Russell is an international company, and Seattle, an international City.

But Seattle is also a City marked by major financial scandal and a power structure that has not yet evolved away from that Corruption. Moving into the former WAMU HQ would be an apparent coup for Russell, but if you are bailing out the corrupt and, at least in part, acknowledging even a smidgeon of authority then is that good for anyone?

My $.02 for Russell - punt on this one, for now - turn down both the Seattle and Tacoma offers.

The global finance world is changing - most likely becoming much more decentralized as a response to the corruption in such centers as Seattle and New York City. Your location in Tacoma might turn out to be just about right - very near a large global powerhouse, but far enough way to remain, uh, honest.

When it comes to attacting business, whether it be a firm or a City - it is really only honesty and accountability that matters. Any other strategy will only bring the undesirable, of whatever stripe, and income.

Dan Satterberg, prosecutor for King County Washington, and Rainn Wilson, the actor playing Dwight Shrute on NBC's 'The Office' are both from suburban Seattle. This blog piece irresponsibly speculates on a shared parentage, given the very close physical resemblance.

That's a nice professional picture of Rainn Wilson. Kinda looks like he could be the prosecutor for the nation's 12th largest County, right?

Compare to this somewhat embarassing 'backyard' shot of the real King County Prosecutor, Dan Satterberg.

For more Halloween fun, consider this advice from Satterberg, er, Rainn. (I'd better get this one right!)

The City of Burien, an affordable suburb south of Seattle, resoundingly rejected a Transportation Planning District (TPD) for sidewalk and bike trail improvements. TPD's are a revenue mechanism drafted by the Washington legislature last year.

This is unfortunate, but also telling. Though some might respond with a knee jerk response to those who vote against taxes, it is crucial that the community planning effort be engaging enough to sell the product of the effort, as well as produce good design based on competent engineering. In this regard it is the planning effort that failed. So, it is back to the drawing board, and rightly so.

The measure may well have also suffered from the particular form of tax used, a surcharge on vehicle licensing ($25). This particular form of taxation has been highly politicized due its role in the career of highly controversial initiative guru Tim Eyman. The drafting of this enabling legislation was done on the heels of a failed Eyman initiative on the subject of transportation. This political context may well have been the largest factor in the defeat of the measure.

Though Burien does have some expensive waterfront homes it is largely a blue collar town and it appears likely that the 'democratic' bureaucracy made errors in the community planning effort which offended the common sense of these individuals - not unlike the political dynamic that led to the election of Ronald Reagan in 1980.

Below are procedural comments on the I5 Tacoma HOV project, including a description of my own interests.

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Date: August 29, 2009

To: Carrie Berry, Tacoma HOV Environmental Coordinator

CC: Claudia Cornish, Communications Manager

RE: Tacoma/Pierce County HOV Program Supplemental Environmental Assessment

The following comments go to procedural issues concerning your current Tacoma HOV environmental review. My substantive comments will follow shortly.

I have received and preliminarily reviewed the IJR report for the Tacoma HOV projects. I had assumed that a report describing the WSDOT analyses direct access HOV ramps for Freighthouse Square and Downtown Tacoma would be included, apparently incorrectly.

Additionally appendix ‘E’, the Wetland and Stream assessment is missing from both the distributed CD and the website for the NEPA assessment. Lastly, please note that although I have lay qualifications read the environmental appendices associated with this project there is too much material to reasonably review in the time allotted.

Below are my comments on the NEPA (National Environmental Policy Act) review of the current Tacoma I5 project, from August.

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To: Carrie Berry, Environmental Manager I-5 HOV Team

CC: Multiple

Re: Tacoma I-5 HOV NEPA Comments

Some 2 years ago I was walking my dog near my residence, less than 2 blocks from this WSDOT project’s stretch of I-5, and noticed the almost natural grading suitable for a bike trail on the recently completed I-5 projects just to the South. As such I was inspired to restart my civic involvement starting with the analysis of the feasibility of a local connector bike trail at the periphery of I-5 between S. 38th Street and McKinley Avenue.