Search Results for: viaduct

– Happy probably a US Government shutdown because the GOP are horrible day!

– How was your storm experience? Did you see any lightning?

– A lot of ST alerts because of the storm.

– Georgetown and South Park are the Seattle neighborhoods with the worst air.

– (a) Don’t cross the grocery store picket lines. (b) I think we might be able to declare My Northwest’s trolls worse than HA’s. Step it up, you guys.

– Riding a bike (and unmentioned in the piece, but also walking) where there’s Viaduct/Tunnel construction is kind of scary.

– That’s not an education. That’s carefully nurtured stupidity.

My questions are bold, Richard Conlin’s are as submitted.

1) Now that I-502 has passed, what should the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

Because I-502 and the medical marijuana initiative have some conflicting provisions, we have been working to get legislation that will reconcile them. Senator Kohl-Welles is taking the lead on that, and we believe that the legislature will act early next year. In the meantime, it looks like Seattle will have a couple of dozen storefront licenses under I-502, and those are likely to be the major sources for marijuana. Collective garden storefronts are likely going to have to follow the 1000-foot rule, as the state seems to be emphasizing that in response to the federal government’s request for strict enforcement, but we won’t know until the legislature takes action on the reconciliation legislation.

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? How should the City Council both make sure we get our fair share, and that the system serves the entire region well?

Thanks to great leadership from Dow Constantine and our hard work building relationships with King County and the suburban cities, we were successful in getting a very good agreement for a fair share of Metro service out of the last negotiations. Our critical goal was to replace the old 40-40-20 rule, which dedicated most new dollars to suburban service, with a more flexible rule based primarily on productivity of routes. I don’t think we need to fear not getting our fair share from Metro at this point, if we can get Metro funding legislation from the legislature. Our major challenge is getting a transportation package from the legislature, and we need to keep the urban-suburban coalition together and find a way to forge a compromise package with the more rational Republicans. A challenge, but it can be done, and our partnership with King County is strong.

The City should continue to push for more investments in public transportation, and the core strategy (in addition to partnership with Metro) should be to prepare possible routes for inclusion in the Sound Transit 3 package, which I am trying to get on the ballot in 2016. Our priorities should be serving Ballard and West Seattle from downtown more effectively and connecting the UDistrict with Ballard. On a regional level, we should be able to complete the light rail spine from Tacoma to Everett, and start filling in light rail routes on the East Side and in South County.

In the short term, our most immediate priority for Seattle is to get a light rail station in the Lynnwood Link DEIS at 130th Street, a decision that the Sound Transit Board will make in October or November. On the City land use side, we should focus on developing a transit oriented development plan for the East Link station at Rainier and I-90.

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

The waterfront should be open, accessible, and lively. We must keep the salience of pedestrians at the heart of our planning, and emphasize that this means all pedestrians, which requires using universal design principles to guide decisions. I am disturbed by the width of the proposed roadway, and support looking for ways to reduce it, such as by eliminating one of the two planned access lanes for ferry traffic. Managing a traffic lane to provide additional access at peak times is a better alternative than constructing a second ferry access lane that will be a barrier for pedestrians and not needed at most times.

We must also ensure that the waterfront is activated and safe at all levels. I would like to see a variety of active recreation areas as well as diverse businesses and a design that employs CPTED principles to make this area attractive and accessible for all.

We will have transit along the waterfront, but at this point a bus system appears to be more cost effective than a streetcar. However, no final decision has been made, and will likely not be made for a year or two. A lot depends on whether a streetcar line is developed on First Avenue.

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

Seattle has an effective police force that does a good job in protecting public safety. The vast majority of officers are competent and professional. However, there are members of the force who have engaged in practices that have infringed upon individual rights, exercised inappropriate uses of force, and caused severe consequences for members of the public. This is a failure of leadership. While I respect the managers of SPD as individuals, they have not been able to create a system that properly trains, supervises, and assists individuals in the force to carry out their responsibilities without creating these kinds of problems. I see this as a systems failure, that may have been compounded by individuals, but that can only solved by a combination of leadership, effective training, clear lines of supervision, and swift and effective corrective action when necessary.

We must have a strong, effective, and experienced Police Chief who will be able to take charge of the Department and work effectively with all members of the Department as well as City leadership and members of the public. This leader should have extensive management practice in a Department of comparable size and complexity and be ready to implement tools to bring together the strong record of effective policing that is typical of SPD performance with remedies that will create a system of accountability and oversight that will be fair, transparent, and effective in preventing further problems in the future.

We are moving towards resolving the issues in the DOJ report through adopting new procedures for training and operations that will guide police officers in the future. With implementation of these procedures by the right kind of leadership and organizational structure, we can restore the confidence of the public in the force, effectively protect public safety, and satisfy the DOJ.

5) A recent study found Seattle is the worst of the 50 largest US metro areas in terms of pay equality for women. Why do you think that’s the case, and what is the city’s role in closing that gap?

We have been analyzing the data in detail, and now have very good information about the City’s own work force. It turns out that in the City there is very little pay inequality within job classifications; the primary source of difference lies in the predominance of men in jobs that are higher paying (in fact there are slightly more job titles in which women are paid more than men than ones where men are paid more than women). We can solve this in two ways:

First, by reevaluating the pay scales to ensure that we are in fact appropriately valuing work that is predominantly done by women. For example, we should ask why truck drivers are paid a higher wage than child care workers. This pattern consistently undervalues work traditionally done by women, and reevaluating job descriptions will reduce much of the disparity.

Second, we should redouble our efforts to ensure that women are more fairly represented in positions that are high paying, such as management and technology jobs. We can do this partly by consciously seeking out women for these positions, but we must also support ways to increase the supply of women in these job categories by working with the educational system to attract women to scientific and technical careers, and by looking at ways to structure jobs to provide the kind of flexibility that women are more likely to seek than men (such as flexible schedules and other arrangements that make it easier to have and raise children).

We suspect that the pattern in the private sector is similar to that in the City, and as a City we should work with the private sector to make similar changes, and consider regulatory approaches where those are appropriate.

I don’t put much stock into endorsements in general. God knows people I like have endorsed people I don’t, and people I can’t stand have endorsed people I really like. There are also considerations beyond policy that influence endorsements. So as I say, politicians endorsing one another don’t sway me, and I don’t think they sway very many people.

But when there are endorsements of that kind, I think it can be interesting to see how it plays into the narratives around a campaign. So as Ed Murray nears a quorum of the Seattle City Council endorsing him, I thought it might be worth considering one of the main narratives of the race: namely that Mike McGinn doesn’t play well with others.

Maybe he does, and maybe he doesn’t. But the City Council went out of their way a couple times to poison the well early on. Of course the City Council voting on the Viaduct replacement tunnel less than a month before the election was an attempt to support McGinn’s opponent, and to take things out of the hands of the voters. If they cared about making irenic gestures or whatever, they could have waited until the election was over. They were on track to have an 8-1 majority of pro-tunnel council members, so there was no need to hold the election then. They also repealed the head tax after McGinn won but before he was sworn in. That vote was 8-1, and it might have been 7-2 after O’Brien was sworn in. Again, they could have waited and negotiated with him if they cared about working with him, but with a veto proof majority as a backstop. Maybe a solution would have worked out and maybe it wouldn’t. But they didn’t even try.

Also, not on policy, but I went to several McGinn events after the election but before the transfer of power.* None of the City Council members who complain about how he doesn’t work with them made even a token appearance. If they’d have wanted to work with him in any meaningful way and not just butted heads, just showing up would have gone a long way.

None of this is to say McGinn is easy to work with or that Murray wouldn’t be better at that skill set. But if it was really the problem for Ed Murray that he claims, well, he would probably blame both sides. And, yes, I know that’s not how campaigns work: you go after your opponents, not the people who endorsed you. I just wish someone whose emails his campaign returns would ask him about it the next time he complains about McGinn not working well with others.

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A bit later than I’d said, but I’ve emailed these out to the candidates. Nobody had any changes, so I mostly just did a find and replace of mayor for city council and then added a question about gender pay equality.

1) Now that I-502 has passed, what should the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? How should the City Council both make sure we get our fair share, and that the system serves the entire region well?

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

5) A recent study found Seattle is the worst of the 50 largest US metro areas in terms of pay equality for women. Why do you think that’s the case, and what is the city’s role in closing that gap?

I’m sure when tunnel proponents talked about our once in a lifetime opportunity for a revitalized waterfront what they meant was this.

The new Alaskan Way, located mostly within the current footprint of the viaduct, will be four or five lanes for most of its length until it reaches Columbia Street. South of Columbia, it completely explodes with travel lanes and starts to look a whole lot more like a freeway than a waterfront boulevard. Near the Ferry Terminal, there are even sections with eight travel lanes and a parking lane (though some are transit-only).

You know, 8 lanes and more coal trains are just what the waterfront needs. Maybe we can transport nuclear waste in open top containers next.

1) Now that I-502 has passed, what will the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

Since the medical marijuana dispensaries have served and do serve as suppliers for the recreational users as well – especially underage ones – my perception is that we have too many of them and it’s good that they have gotten notices to move further away with the 1000 foot rule. That said, I don’t think banishing marijuana storefronts makes any sense or sends a good message. We probably should have saved the old state liquor stores and used them for outlets. I attached the speech I made at the Cannabis Freedom March for some background on my thoughts. [a copy is here – Carl]

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? As mayor, how will you both make sure we get our fair share, and that the system serves the entire region well?

My suggestion for METRO funding is called ORCA Tabs. Here’s a post I made recently called METRO Rx. http://katemartinformayor.com/2013/05/14/metro-rx/

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

I think the upper deck of the viaduct should be preserved as an open space. Here’s a post I made recently called The Viaduct Park. http://katemartinformayor.com/2013/05/09/the-viaduct-park/

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

Here’s a post from earlier in the campaign – pre Diaz retirement. http://katemartinformayor.com/2013/01/30/seattle-police-department-path/

Here’s some current commentary on that…

I sincerely hope that the selection process holds off until after the election. I believe the new chief should know who their boss will be for the next 4 years (at least).

When we do open up the search, we need a chief who I describe as a dichotomy. The person must be strong and able to command the respect of the force in an organization with a military-style hierarchy. Previously, although former Chief Diaz was on paper the chief, he didn’t exactly function like the chief. Command staff below him and union leadership seemed to dominate.

In addition to being able to actually function as a respected chief, the chief must lead by example and must be a woman or man with compassion for humanity and agility with a variety of tools beyond just force. The problem of excessive force and racism is an epidemic across our nation’s police forces, so a new tradition must be instilled. That is not something you can make people do and it’s nothing they can fake. They must have the aptitude and the proper professional development and leadership for it to happen.

Additionally, I think that the police force must be rested and healthy. With the $16.8M worth of overtime last year at SPD, I think we have to take a serious look at the relationship between overworking our force and the performance standards we desire, in addition to the budget implications of such practices.

I’d also like to see more neighborhood-based hiring to connect communities to the police forces in a social, neighborly way.

And finally, I understand that there have been inadequate levels of professional development. For all of our City workers, we must invest in their professional development. For the police, for instance, I understand that it has been 8 years since training for domestic violence. That is unacceptable and that’s not the only area lacking in professional development.

5) When there are police incidents, the response from the top is important. With hindsight, in the wake of John T. Williams being killed by a Seattle police officer what, if anything, should the mayor’s office have done differently what, if anything, did it do right?

We need a police force we can trust. I don’t think we’re any closer to having that than we were 2 years ago.

I believe the right response is to trace the incident back to a systemic problem and then fix that problem. I think that professional development of the force has been neglected. There are so many new officers and so little training. The force needs more tools to defuse situations – especially in cases with mental illness and addiction involved. It was just a couple of months ago when a father called 911 up near Carkeek Park because his mentally ill son was acting out. I am certain that the outcome that father was looking for was not the death of his son, but that’s what happened when 10 cars responded to the incident and a guy with no gun or knife was shot dead. Authentic, effective professional development must be stepped up so that every officer has the tools they need to successfully manage the tremendous variety of situations they encounter every day.

I’ll email these to the Seattle mayoral candidates later today. I still haven’t figured out the calendar. I’ve put them here first in case y’all have any more suggestions or tweaks. I’ll update this post to reflect any changes if I make them before sending.

1) Now that I-502 has passed, what will the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? As mayor, how will you both make sure we get our fair share, and that the system serves the entire region well?

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

5) When there are police incidents, the response from the top is important. With hindsight, in the wake of John T. Williams being killed by a Seattle police officer what, if anything, should the mayor’s office have done differently what, if anything, did it do right?

– I had been wondering where the buses (and cars, but that’s another post) that wanted to get from Downtown to West Seattle would go when the Viaduct closed. Columbia.

– Renew and include Belltown in the MID.

– My job at the abortion hot line

– Right now our state has the deepest concentration of aerospace intelligence anywhere in the world. We have the facilities, the runways, the production capacity to build airplanes. So rather than the state being a promoter for Boeing, we have to be a promoter for aircraft manufacturing.

– Bike season is starting as the Fremont Bridge recorded it’s most bike crossings yet.

– About a quarter of the people in your country think an armed revolution might be necessary in the next few years.

– Rick Perry knows who to be upset at after the West disaster. A cartoonist.

On Boston:

– I am just hopeful at the stories of runners continuing to run directly to MGH to give blood, people running towards the blasts to offer help and comfort and aid, and the splendid work the BFD, BPD, State Police, and our elected officials have done so far. The only question to ask is not who to blame but how to help.

– Why we pay taxes

– And it makes me ache to see the invisibilizing of survivors of terror during coverage of another terrorist attack. Let’s not do that. Please.

– Obama’s speech at the press briefing room.

And non-Boston:

– I get that business owners are upset about the sick leave and it’s reasonable to expect that they’ll raise their prices to pay for more costs. But do they think dickishness is going to help?

– Rand Paul’s speech at Howard University.

– I get a lot of calls from the Conservative Majority Fund and a couple of other groups whose breathless, hyperventilated, and shouted warnings about President wanting to take our guns

– Some power is wielded in the spotlight, but “the background” is often where the real power lies. LaHaye knows this, which is why his CNP has wielded more influence for a longer time than most of the many spotlight-hungry organizations that have come and gone since it began.

– A while ago I had a link that the Spokane Street Viaduct would come in under budget. Here’s what Seattle will be using the rest of the money on.

– The Path To Citizenship

– Get your questions in to ask the governor.

– In case you’re wondering why people used to call them MSGOP, here’s a reminder of where MSNBC were at the start of the Iraq war.

– Clean up your trash, Yakima businesses.

– Here’s the bad news: The funding for viaduct construction mitigation runs out next fall, at the same time that the temporary $20 vehicle license fee that preserved Metro service over the past two years expires. Combined, the two cuts add up to a “disaster,” Desmond told council members yesterday—45,000 transit hours a year, which amounts to a 14 percent cut in service on the Alaskan Way Viaduct corridor.

– A large road project finished on time and under budget in Seattle.

– The elite political media, past and present, living and dead, should atone in Purgatory for centuries over trying to redeem this vat of squalid poison. Because, over this weekend, we discovered, once again, that the irredeemable barrel that was Richard Nixon had no bottom to scrape.

– Blood-gargling psychopath

1:02: I’m on the Rapid Ride going from Downtown to West Seattle. It smells like a new car, but stronger. I’ve smelled worse smells on the bus. I’m still downtown and so far it feels pretty much like any other ride. Maybe it’s because the Orca Card reader at my stop wasn’t up yet. Maybe it’s because the display for how many more minutes there are to go wasn’t up yet. In any event, I’m using the bus’s WiFi, so here goes.

1:05: All the doors open, although, as I say, the card reader wasn’t working yet, so it doesn’t feel like that’s an advantage.

1:06: And I’ve had my first random dude speaking to the driver through the light. Fuck you that guy.

1:11: I just typed something about how we’re on the Viaduct now, and got an error message. Lovely. Switching to ClearWire.

1:15: The views on the Viaduct and the West Seattle Bridge are quite nice. When it’s a Saturday, this is quite Rapid for real. Of course the real test will be Rush Hour on Monday and beyond.

1:19: First stop in West Seattle. I didn’t take the 54 enough to compare, but it feels better than the circuitous route it used to be.

1:24: The junction. 22 minutes feels about the same as before, maybe a bit quicker.

1:27: The person next to me says I shouldn’t use my wireless, because it’s really fast on the bus. I told him I got an error earlier, and he didn’t believe it. I don’t have to justify my WiFi device to you, random guy.

1:30: Morgan Junction.

1:31: I realized I’ve got used to the smell of the bus. Usually when it smells of homeless person piss, that’s something you can be thankful and maybe a bit worried about. With new bus small, I guess the same.

1:36: Ferry terminal. Whenever I go to Vashon via the bus, it feels like a crapshoot as to if the bus and the boat are well timed. With more frequent bus trips, I imagine it’ll feel like a crapshoot with better odds.

1:41: Westwood village. So fine route, but it doesn’t feel like that much of an improvement over the old. People who take it more often than I do will probably have a better sense of it.

At least until it’s up and running on Saturday. Or until I think of something else. But I was looking at the map of C route on West Seattle Blog that I linked to in the Open Thread, and I had a few more thoughts.

First off, every time before now that I saw the maps, I’d completely missed that they were connected. Up at the top it says, “Continues as Rapid Ride D.” For some reason I had thought they were separate routes. So, it’ll be sort of like now from West Seattle downtown, the 54 changing into the 5, sometimes. You won’t have to get off. This alleviates some of my worries about the D route deadending in North Downtown. So if you’re in Pioneer Square and you’re heading to Ballard you catch the C North and it quickly turns into the D. Hopefully always? Like it’s one route.

I don’t know if that was a branding issue, or what, but it seems like it would make more sense to call it one line now that there’s no free ride area to confuse when you board. Maybe it’s a lesson from the failure of the Monorail where everybody criticized it for going from West Seattle to Ballard, when obviously the point was it went from Ballard or West Seattle to Downtown and then continuing to the other.

The other thing I noticed is that it goes on the Viaduct. This makes sense for now: it’s going from West Seattle to Downtown. But the Viaduct won’t be around much longer, and the tunnel won’t have an exit on Seneca or an entrance on Columbia. Presumably it’ll either go through SoDo or I-5, but either way will make it less rapid. If it’s through SoDo, hopefully, they’ll have figured out signal prioritization.

They just installed a new light at the crosswalk at Yesler Way under the Viaduct. It seems to be a temporary thing until the Viaduct comes down.* So for now it’s a pain in the ass to cross. Previously, there was a crosswalk under the Viaduct, and then another one between the Viaduct and the waterfront.

The crosswalk under the Viaduct never had a light until now. This wouldn’t mean much if the lights were coordinated. But they are not. I’m sure it doesn’t actually add much time to the commute but it feels like forever.

This may be a bit of a problem as the days get nicer and more people who live and work in Pioneer Square want to walk to the waterfront. So hopefully it isn’t too long until they either get the Viaduct down or at least synch up the crosswalk lights.

And for the record, this isn’t an anti-viaduct post. I realize my preferred option (Surface/Transit/I-5) would have plenty of construction right now if it had been implemented.

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It’s not time to hit the panic button yet, but this is certainly a really bad sign.

PubliCola has learned that the Washington State Department of Transportation, which initially predicted it would be able to raise $400 million in toll revenues to pay to replace the Alaskan Way Viaduct with a tunnel, now believes tolls will raise only $200 million, half the original projection.

The $200 million figure comes from WSDOT’s proposed tunnel budget (see page 9), which is currently being reviewed by the state legislature. The revised budget now assumes $702 million in funding from the federal government—$219 million more than the original assumption of $483 million.

As Erica C. Barnett says, so far federal money will pay for this. And if the economy picks up, some of the toll money is likely to recover. So it’s not a showdown between the city and state at this point. But it brings us closer to that point.

Roads were fine. Lots of people took the West Seattle Water Taxi (thanks Dow) or figured out an alternative method of getting to work. It looks like people, gasp, managed just fine. Although, it looks like the Walk the Viaduct event was a lot of fun.