Tag Archives: infrastructure

Civil Engineers Give Washington a “C” on Infrastructure Report Card

(Graphic: ASCE)

For context, Washinton state’s C average for infrastructure, awarded by the American Society of Civil Engineers, looks good against the U.S. average of a D+. The categories graded nationally include: aviation, bridges, dam, drinking water, energy, hazardous waste, inland waterways, levees, ports, public parks and recreation, rail, roads, schools, solid waste, transit, and wastewater. Almost everything to do with water gets a D or worse. Schools, hazardous waste, and aviation all get a D.

The ASCE estimates it would take an investment of $3.6 trillion by 2020 to get that national grade up to a C. But let’s be clear: as ASCE attorney for legislative affairs Larry Costich said on a conference call this morning, “A C is mediocre,” and that in terms of weighting, “public safety is our highest goal.” A team of 15 authors (plus peer reviewers) tackled the nine graded sections for Washington — we covered the report card when it first came out:

Here in Washington State, we are first in renewable energy, out of all the states. But we are faced with the unpleasant and yet unsurprising news that, with 83,505 public road miles, 67 percent of those roads are in poor or mediocre condition. Almost five percent of our bridges are rated structurally deficient (see “Seattle’s Worst Bridges“), with more than 20 percent “functionally obsolete.”

Laura Ruppert, the report card committee co-chair, explained that Washington’s highest grade, a B, was awarded to its dams. The state’s dam safety program boasts just “8.5 full-time employees” (No, we’re not sure how you achieve that feat, either), who each oversee some 121 dams. Though the state spends about $1.3 million annually on regulating the dams, the engineers note that many of the dams themselves are privately owned and maintained.

Washington’s D+ subjects were roads and transit, even though, as the ASCE’s Shane Binder was quick to clarify, the state has very good track record in terms of safety — especially through its sustained reduction of highway fatalities — and a very good track record for accountability on its projects. Transit ridership, too, is far above the national average. But the state directly runs and funds perhaps 15 percent of its road system: the rest devolves to county or municipal control, and state funding for those roads downstream has been dwindling. Ruppert compared running maintenance deficits to letting a roof leak: “The more we kick the can down the road, the more expensive it becomes.”

“We need to identify a stable long-term funding source for roads and transit,” says Binder, pointing out that despite a substantial investment in transit infrastructure over the past decade, paradoxically, funding for transit service has decreased substantially. (King County Metro is hoping to cadge permission for new funding from the state in the special session ongoing.) That’s troubling given the Seattle-area correlation of transit usage with economic growth.

Asked if a proposed transportation package of $8.4 billion — funded by a gas tax, with just $911 million devoted to maintenance and operations — was at all a step in the right direction, Costich seemed to shrug. “Maintenance is a critical component,” he repeated, but acknowledged that the region is also growing. He’d prefer that gas taxes be indexed to inflation, at least, but even so, he asked, is it a sustainable source of revenue? Given that a reliance on gas taxes has led to that D+ grade for roads, one might conclude that no, it is not.

Other factoids of note from the report card:

  • Washington has 49 hazardous waste sites on the National Priorities List.
  • Washington has approximately 713 miles of levees.
  • Washington has reported an unmet need of $218.3 million for its parks system.
  • It is estimated that Washington schools have $6.3 billion in infrastructure funding needs.

Seattle Takes Light Rail Train to Job Growth

(Photo: MvB)
(Photo: MvB)

It’s a nationwide trend: As jobs return, so do public transit passengers. The American Public Transportation Association says a record 10.5 billion trips in 2012 would have closer to 10.6 except for the impact of Hurricane Sandy on all modes of public transit along the Eastern seaboard. The association attributes the “second highest annual ridership since 1957” to the cost of gas and an improving employment picture. (Thanks to the Slog, who alerted me to the study.)

Currently, the national average for a gallon of gas is $3.69 for regular, $4.01 for premium. (The highest recorded average was summer of 2008: $4.11 for regular.)

In a related Reuters story, APTA spotlights Seattle, “where transit rides rose 11.8 percent over the year as the metropolitan area added more than 30,000 jobs.” From January 2012 to January 2013, the state of Washington added some 65,800 jobs (98 percent of which were in the private sector), with the unemployment rate now holding steady at around 7.5 percent statewide, 6.3 percent in Seattle.

SIDEBAR: In fact, the state can’t quite believe the numbers are as good as the federal Bureau of Labor Statistics says: an increase of  24,100 jobs from December to January that may not be wholly new jobs, but may be due in part to seasonal adjustments and a change in the way the BLS reaches those figures. “Based on historical patterns,” explains chief labor economist Joe Elling, “Washington employment typically falls by 61,300 from December to January.” This year, the BLS estimated a loss of just 37,000, resulting in that “jobs increase” of 24,100. Elling expects these preliminary numbers to be revised to be more in line with an observed 5,000-jobs-per-month trend.

Nonetheless, Seattle is all over the APTA report on top transit ridership in the country during 2012. The Seattle Streetcar‘s ridership jumped five percent (750,294 boardings in 2012), with its First Hill line due to open in spring-summer of 2014 — and that line’s ridership is projected to exceed that of the South Lake Union stretch of rail. (There’s an ongoing fight to bring back the Waterfront Streetcar service, which used to carry several hundred thousand passengers a year as well.) Sounder commuter rail was up eleven percent (more than 2.8 million boardings in 2012), as was Central Link light rail (8.7 million boardings, up almost one million from 2011), reports Sound Transit.

King County Metro’s workhorse bus system carried 4.6 percent more passengers, as well — more than 115 million trips. Some of the boost in ridership can be credited to Viaduct Replacement Project construction and tolling on SR 520, says Metro chief Kevin Desmond, who has to fight for funding to maintain service levels, let alone deal with ridership increases. (Video of Desmond making his case available at Seattle Transit Blog.)

Funding for transit infrastructure is also up: “Last year 49 out of 62 transit-oriented state and local ballot initiatives passed,” said APTA President and CEO Michael Melaniphy, arguing this represented a sea change in public willingness to pay. The rise of transit dovetails with findings in a mid-2012 study, commissioned by the U.S. Conference of Mayors, that tied U.S. metro economies to transportation infrastructure. Have legislators understood this? Seattle Times columnist Jon Talton, whose article surfaced the report for me, wonders.

“If Seattle-Tacoma-Bellevue were a separate country — and many legislators in Olympia apparently believe this to be so — it would have the world’s 53rd largest economy, just behind Israel and ahead of Portugal and Chile,” Talton writes. That $242-billion economy (in 2011) placed Seattle twelfth out of 363 U.S. metros, behind Boston (9th) and San Francisco (8th). It’s in the neighborhood of those of the states of Missouri, Louisiana, or Connecticut. In the decade between 2001 and 2011, it grew an average of 4.4 percent each year.

Taken together with Olympia, the Seattle MSA accounts for more than 70 percent of Washington’s economic product, with about half of the state’s nearly seven million inhabitants. By 2042, the study authors expect the Seattle MSA to grow 40 percent, to nearly five million. By 2020, they anticipate another 285,000 jobs.

Interestingly, since 2000, Seattle’s congestion costs (figured by cost of gas and driver time) have actually fallen: to $942 per year in 2010 versus $1,102 per year a decade earlier. That puts the Seattle MSA in tenth place nationally, behind Boston (9th), Denver (8th), and San Francisco (7th).

Congestion also impacts freight tonnage, where Seattle is twelfth, ahead of Boston this time, but behind Minneapolis. Usually, exports represent between 15 and 16 percent of Seattle’s gross metropolitan product (that ratio changed during the recession, edging into the 20s as exports stayed strong).

“Investment in roads, rails, and other forms of transportation,” claim the authors, “will help relieve the bottlenecks impeding economic expansion,” though they also write that “road capacity has not kept up with passenger growth, and public and alternative transportation usage and development has not been substantial enough to pick up the slack.” They also envisioned the average price for a gallon of gas falling to $3.11 per gallon at the end of 2012 (remember it’s around $3.70 now).

Doesn’t it seem that, in metro areas particularly, public transportation would come first, with roads taking up the slack?

The demand for transit in Seattle seems an indicator that the current ratio of roads to transit is unappealing to metro voters. A $10-billion transportation package unveiled by the state’s House Democrats would spend the vast majority of that $10 billion on new road projects, with $1 billion for maintenance and even less than that for public transportation. It does not help fund the 520 floating bridge replacement, which remains more than a billion dollars short, or the SR 99 tunnel. It doesn’t sound like it has yet sunk in, as STB announces, “Transit Supporters are the Key Swing Vote.”

In Seattle, President Carter Asks U.S. to Correct Course on Human Rights

IMGP5672
IMGP5643
IMGP5626
IMGP5639
IMGP5661

President Jimmy Carter with KCTS's Enrique Cerna (Photo: MvB)

Bill Gates, Sr., introducing his friend Jimmy Carter (Photo: MvB)

Julia Bolz, right, accepting the World Affairs Council's 2011 World Citizen Award for her work in educating girls in Afghanistan (Photo: MvB)

Lisa Clarke, right, a curriculum leader and social studies head at Kent-Meridian High School, accepting the World Affairs Council's World Educator Award (Photo: MvB)

President Jimmy Carter with KCTS's Enrique Cerna (Photo: MvB)

IMGP5672 thumbnail
IMGP5643 thumbnail
IMGP5626 thumbnail
IMGP5639 thumbnail
IMGP5661 thumbnail

Seattle’s World Affairs Council, celebrating its 60th anniversary, invited former President Jimmy Carter to speak at the Paramount Theatre on January 31, 2012, on the topic of “Waging Peace, Fighting Disease, Building Hope.” The event sold out, of course, and Carter, adopting in sequence genial, peppery, and rousing moods, did not disappoint.

It’s a commonplace to remark that the 39th President has had a more successful political life outside of office than in it, and the evening’s talk indicated why that is. To his credit, Carter’s moral vision has been unshakable. Over the course of the years, the public has gained an appreciation for the reliable support of that wisdom, so often at odds with the situational ethics of political deal-making.

But as ever, people prefer their prophetic counselors not to ask for the obedience given to kings–electoral history shows that people admire Carter’s moral suasion more than like to abide by it. It’s easy to forget how people bridled at seemingly everything he did in office, including putting on a sweater rather than turning up the heat. Yet, history rhymes and so Carter wears laurels.

Kent-Meridian High School‘s Lisa Clarke, accepting her World Educator award with a certain fieriness–demanding that education fixers stop treating students as widgets and test scores and decrying the “broken schools” meme–recalled a student’s response to hearing about Carter’s third State of the Union address. Thirty years ago, Carter read this line, which can easily be copy-and-pasted into an Obama address:

The crises in Iran and Afghanistan have dramatized a very important lesson: Our excessive dependence on foreign oil is a clear and present danger to our Nation’s security.

“Ms. Clarke,” said the student, “President Carter is a genius.” That may be, but thirty years later, Carter’s talk last night responded to current-day rumors of “military intervention in Iran.” When it comes to oil dependency, moral suasion appears to be about as useful as admonishing addicts to get right with God.

Carter began by joking about out-of-office popularity boosts, recalling a New Yorker cartoon where a boy tells his father, “When I grow up, I want to be a former President,” and retailing the story of how, on a trip to south Japan, he gave a speech that included a humorous anecdote.

Because he was mindful of time, he cut it short so his translator would have less work to do, but his translator made shorter work of the story than he did. Even so, the audience erupted in laughter. Buttonholing the translator afterward, Carter wanted to know how he’d managed to condense so much. After a few evasive response, the translator admitted, “I told them, ‘President Carter has just told a funny story, you should laugh now.'”

Then Carter launched into a pointed summary of his time in office–remember “zero-based budgeting“?–recalling the world as it was, with Cold War Russian ICBMs 26 minutes by air from Washington, DC, and New York City. Technology, he said, was behind the job creation push of his term in office, and behind the reshaping of the modern U.S. military. (Now, he warned, we are not investing enough in infrastructure. Carter dropped a “1 percent” reference while pointing out that here in the U.S. our high-speed rail is lucky to hit 65 mph, and that China has some 6,000 miles of rail that can average 125 mph. On a recent trip to China, he rode one that hit 270 mph.)

Though Carter talks more of peace, the former senior officer of the pre-commissioning crew of the Seawolf, the U.S.’s second nuclear submarine, is a stout defender of a strong military. “I follow the Prince of Peace,” Carter, a fervent Christian, may say, but his conception may be similar to Julia Ward Howe‘s, in its inclusion of “the fateful lightning of His terrible swift sword.” (Also, as a Christian, Carter has always been opposed to abortion. He was sworn to uphold Roe v. Wade, he said, but he did everything he could to make abortion the last possible option by funding adoption and infant care.)

That said, Carter believes that the most important benefit of military supremacy is not having to use it. Of his four years, he said with spirit, “We never dropped a bomb, we never launched a missile, we never fired a bullet” in warfare.

The heart of Carter’s talk, though, was human rights–broadening what we mean by them, and being accountable for them. By some counts, he noted, since 9/11 the U.S. has violated seven of the 30 points in the United Nations Declaration of Human Rights. As a wealthy country, he argued, we can let our human rights conversation get libertarian-ly rarefied–basic human rights are things like food, shelter, education, and health care. A commitment to expanding these human rights can direct U.S. policy in ways that promote peace and restore the world’s respect and admiration for the United States.

In the end, Jimmy Carter is still Carter. Asked about the U.S., China, and trade, he suggested simply forming a panel of “wise men (and women)” to sit down and iron out the differences between a nation of 1.3 billion and .3 billion. (At Camp David with Begin and Sadat, he mentioned, the first thing he did was suggest they ask the world to pray for their efforts. He wrote out a prayer, and: “Sadat approved it immediately, and Begin edited it heavily.”) He’s willing to give Egypt’s Muslim Brotherhood a chance. A two-state solution is the only viable path to peace in the Mideast. People just need to keep sitting down together and talking.

China has adopted a slogan, he said, “Harmony at home,” that he’d like to see applied more in the U.S. as well. In his day, candidates referred to “my distinguished opponent.” And he fears the polarization caused by relentless negative campaigning will be exacerbated by the Supreme Court’s “stupid decision” that’s creating an even more massive infusion of money into the political arena. To the young people–600 high schoolers were in the audience–he said that they had a unique role to play socially, being full of idealism untempered by the usual compromises of niggling necessity: “Let your voice be heard in the most aggressive, combined way possible.”

Seattle Cyclists Hold Memorial Ride for the Fallen

(Photo: Jonathan Dean)

Special to The SunBreak by Jonathan Dean, who has been biking around Seattle for ten years now. Four years after getting rid of his car, he had saved up enough money to buy a house. With a view of the Mountain and the Sound, as he will be sure to tell you.

Following Saturday’s “Moving Planet Seattle” rally, a group of nearly a hundred cyclists rode through South Lake Union and up to the University District, past the memorials commemorating the recent deaths of three Seattle-area cyclists.

You were supposed to show up at the Moving Planet Seattle rally in some colorful form of non-automotive transportation. Bicycles were the most popular choice: Several hundred bikes were in Lake Union Park when I arrived.

Bicycle safety has become a matter of life and death in Seattle, something that concerns anyone who takes to the streets, on a bicycle or car. Kudos to Tom Fucoloro of Seattle Bike Blog, who organized this afternoon’s “Safe Streets Social” ride, honoring those who lost their lives in the three recent fatal Seattle bike accidents.

When we passed the corner of Dexter and Thomas, where Mike Wang was killed on July 29 by a hit-and-run driver of an SUV, our long line of cyclists—80 to 100 of us, I’d estimate—cried out “Wang! Wang! Wang!” to a group of well-dressed people who, it seemed, were his widow, children, and elderly father.

The sight of the father’s prolonged, deeply respectful bow was one of the saddest and most beautiful things I’ve ever seen. [Tweet from @VeloBusDriver: “Haunting image of the day: Mike Wang’s widow crying by his ghost bike as we rode by. Can’t get her face out of my head.”]

Next, we biked to the memorial for Brian Fairbrother, who crashed on August 30 and passed away nine days later. All three of these memorials have ghost bikes now, non-functioning bicycles at the site of the accidents, painted white, where people can leave flowers and memories. At Brian’s, I heard the following conversation on the bike-with-child’s-tandem-trailer next to me:

Father: This memorial marks the spot where a cyclist died not long ago.
4-or 5-year old daughter: Why did he die?
Father: He didn’t see that the sidewalk suddenly went down a staircase. He had an accident.
Daughter: Is that his bike, up in that tree? How did the bike get in the tree?
Father: No, that isn’t the real bike…that’s a memorial, a statue of a bike, so we can remember this man.
Daughter: (pauses, thinks) What was his name?
Father: Brian.

A #70 bus wants to pass our long line of bikes heading north on Eastlake. You drivers—before getting impatient with us because we’re getting in your way, try to understand this situation from a cyclist’s point of view: a) there’s no bike lane on this street, b) there’s a really steep hill, and c) there’s no other road through this neighborhood. (Photo: Jonathan Dean)

All of us slowly biked up Eastlake and across the University Bridge to the intersection of the Ave with Campus Parkway, where Robert Townsend was killed on September 10 by a car turning left. A truck with a Jimmy John’s logo passed by as we gathered near Robert’s ghost bike, a fitting memento for Robert—known as the fastest sandwich delivery cyclist at Jimmy John’s on the Ave.

Although it may sound like a grim afternoon, it was in fact a pleasant, social ride on a nice—maybe a wee bit muggy—day. The participants were a diverse group: Some were white-collar bike commuters; others work closer to the gears and grease. Almost everyone had a story of the bike accident that nearly killed them. Everyone was deeply moved by the three ghost-bikes.

Tom Fucoloro of Seattle Bike Blog closed the event on a positive note, pointing out that according to the most recent census, the growth of Seattle’s bike community has been astronomical. We’re now second only to Portland when it comes to great cities for cycling. This is wonderful. But no one needs to die for people to get where they’re going.

I’d like to offer two bits of unsolicited advice. CYCLISTS: Always imagine you’re invisible—they can’t see you. Never assume they know you’re there. If you get in their way, you’re the one who’s going to be hurt. DRIVERS: Be careful when you’re turning left—that’s how these two guys got killed. And please lock your emotions in the trunk when you’re driving a car. Your impatience, road rage, and sense of outrage and violation—“What are these bikers doing in my lane?”—are no more necessary to functional transportation than anyone’s death.