Tag: Sound Transit

Guest Contributor, Opinion, Transportation

Sound Transit’s CEO Search Should Be About Leadership, Not Political Deals
Image via Soundtransit.org

By Francois Kaeppelin and Trevor Reed

Imagine applying for a high-powered job where you get to pick half of the hiring committee. That’s exactly what’s happening at Sound Transit, where King County Executive Dow Constantine is asking his own appointees to give him the top job.

As King County Executive, Constantine holds a built-in advantage on Sound Transit’s board: He personally nominated half of its 18 members and sits on it himself. With the rest of the board filled by top leaders from Pierce and Snohomish counties, their appointees, and the state Secretary of Transportation, Constantine still wields disproportionate influence over who gets the job. No credible hiring process would ever allow an applicant this level of influence over their own selection.

Think about that for a minute: the person who appointed half of the board members is now asking them for the agency’s top job. While Constantine has stepped aside from voting on his own candidacy, the people he chose are still there, making the decision.

This isn’t just a technical oversight—it’s a blatant conflict of interest. When those in power have a direct hand in choosing their own decision-makers, it becomes nearly impossible to say that the selection process is truly fair.

A second issue with this appointment is that Sound Transit has chosen to keep much of this process behind closed doors. The agency has publicly stated that state law allows them to hold secret hiring meetings. But the law they cite doesn’t require this secrecy—in fact, it explicitly encourages transparency, urging public agencies to seek community input even when not legally required to do so.

While other agencies openly disclose CEO candidates, Sound Transit has chosen, once again, to shield the process from public scrutiny.

The lack of transparency is compounded by hiring criteria that favor insiders over expertise. The job posting includes a requirement for an “understanding of the local cultural and political landscape.” At first glance, this requirement sounds reasonable—but in practice, it creates an artificial barrier to outside talent and reinforces the same system that has failed to deliver on-time and on-budget transit projects. Instead of recruiting the best leader for the job, Sound Transit is making it easier for a political insider to take control.

The new CEO will be responsible for making decisions that impact your daily commute, whether you’re heading to work or getting around the city. If political favors influence the selection process, there’s a real risk that the agency will prioritize insider interests over public benefit. This could lead to delays, rising costs, and a transit system that fails the millions of people who rely on it.

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For Sound Transit to deliver on its promises, the public must have confidence in its leadership selection process. While Dow Constantine brings decades of experience in public service, the next CEO should be chosen based on their qualifications and vision—not because they have been around the longest or have the right political connections. A truly accountable process requires public disclosure of finalists, clear evaluation criteria, and meaningful public input.

Other cities have recognized that effective transit leadership requires fresh perspectives, not just political familiarity. Canada’s VIA Rail, for example, brought in international talent to modernize its intercity network. Seattle needs a CEO who can bring innovative solutions to the agency’s long-standing challenges.

Sound Transit is responsible for billions of taxpayer dollars and the future of mobility in our region. This decision must be made with full public trust. To make this possible, the Board must:

• Fully disclose the criteria they’re using to judge candidates;

• Publicly disclose the list of finalists before making a hiring decision;

• Host a public hearing on the finalists; and

• Establish a structured public feedback process to inform the CEO selection.

If Sound Transit is confident they have the best leader, why keep it a secret? Riders deserve transparency—before it’s too late.

Francois Kaeppelin is a transportation policy researcher focused on transit governance, infrastructure development, and equity. He currently serves as Legislative Advocacy Director for Seattle Subway, working to advance transit governance reform in the Seattle metro area. Previously, he conducted research at the National Center for Sustainable Transportation and the UC Davis Institute of Transportation Studies, focusing on the impacts of freeway construction on communities of color, barriers to transit-oriented development, and regional transit coordination in California.

Trevor Reed represents the East-King sub area on Sound Transit’s Community Oversight Panel and is founder of Transportation Reform. He completed his Master’s degree at University College London where he worked as a researcher at the Omega Center for Mega Infrastructure and Development focusing on how governance structures impact the efficient delivery of transit projects internationally. His work concerning traffic’s economic impacts has appeared nationally in the New York Times, Wall Street Journal, and PBS’s Nightly Business Report.

City Council, Density, legislature, Police, Transit

Friday Fizz: A Timid TOD Bill; Plus, More Committee Shakeups for the New City Council

1. Upzoning property adjacent to transit stations to promote walkability and maximize housing, AKA Transit Oriented Development (TOD), has become a basic tenet of sustainable city planning.

However, per Josh’s New Year’s prediction, state Rep. Julia Reed (D-36, Seattle) proposed a TOD bill this week that allows cities to go small, with zoning requirements well below the standard for adding the number of units our housing-shy region needs. Reed’s bill sets the minimum allowable “Floor Area Ratio”—an equation that determines the amount of housing it’s possible to build on a lot—at 3.5 within a half-mile of a stop on a light rail and 2.5 within a quarter-mile of bus rapid transit lines.

An easy way to visualize this: Under a 3.5 FAR, you could have a 3.5 story building that completely covers one lot, or a seven-story building that covers half the lot. Since cities have all kinds of requirements for setbacks, landscaping, and maximum lot coverage, it typically takes a FAR of 4 or more to make a modest six-story apartment building feasible. Seattle, for example, uses a FAR of 4.5 to allow six-story apartments, and Redmond is already building six-story buildings adjacent to the coming light rail.

Last year’s more aggressive TOD proposal, which won support from a broad coalition, including the Housing Development Consortium, Futurewise, the Washington State Labor Council AFL-CIO, and Transportation Choices Coalition, went with a FAR of 4 in the station area and 6 around the station “hub,” a designation Reed’s bill doesn’t mention.

In other words, Reed’s bill is not an upzone for a city and region that’s currently in the process of building and planning the largest light rail expansion in the country. And it will allow cities that implement mass transit (like bus rapid transit) in the future to limit housing to densities far below what the Seattle region is already building.

By the way, Josh also predicted that this bill would come with “steep affordability requirements that will chill development.” Et voilà: Reed’s bill would require every new building in a station area to include 10 percent of units affordable to people making 60 percent or less of the area median income, a requirement that goes well beyond Seattle’s Mandatory Housing Affordability law. It would also allow up to a 5 FAR for a building that’s 100 percent affordable.

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2. We reported earlier this week on the emerging shape of the new Seattle City Council, whose new president, Sara Nelson (citywide Position 9), wrote an op/ed in the Seattle Times this week laying out her priorities, including a vow to “break our reliance on new revenue (taxes) to pay our bills.” But council members also serve on a number of important regional committees, helping shape policy on homelessness, transportation, mental health care, and more. Here’s a summary of those regional assignments.

City Councilmember Dan Strauss (D6) will take over the seat formerly held by ex-city councilmember Debora Juarez on the Sound Transit Board, King County Executive Dow Constantine announced Friday afternoon. Juarez, who was council president, held the position for the past four years. Strauss was the vice-chair of the council’s transportation committee, but never led it. The council’s new transportation chair is Rob Saka (D1).

On the King County Regional Homelessness Authority (KCRHA) governing board, Nelson and new councilmember Cathy Moore (D5) will replace Lisa Herbold and Andrew Lewis. Nelson hasn’t weighed in that much on homelessness directly from the council dais (and wasn’t a member of the homelessness committee, which—along with the renters’ rights committee—no longer exists), but the brewery she owns, Fremont Brewing, uses illegally placed concrete “eco-blocks” to prevent homeless people from parking around its location off Leary Way. The company also worked actively to remove people living in tents on a piece of city-owned land immediately adjacent to its production facility.

Nelson championed legislation empowering City Attorney Ann Davison to prosecute people who use drugs in public spaces, who are mostly unhoused. (People who possess or use illegal drugs in their houses are not subject to the law).

Nelson has also expressed skepticism (verging on outright opposition) to harm-reduction approaches to drug use and homelessness, such as Let Everyone Advance With Dignity (LEAD), which diverts people from arrest and prosecution and does not make sobriety a condition for shelter. On that note: Kettle, who vowed to hire more police and end the culture of “permissiveness” toward drug use and crime in Seattle, will replace Lisa Herbold on the LEAD policy coordinating group, which oversees the program.

Joy Hollingsworth (D3), Kettle, and Nelson will take over on the King County Board of Health for Lisa Herbold, Tammy Morales, and Teresa Mosqueda. Mayor Bruce Harrell will serve as an alternate “representing the city council” on the health board—an unusual, and possibly unprecedented, comingling of the legislative and executive branches on a regional committee with influence over major decisions about public health.

The board of health makes policy recommendations relating to  mental health and addiction, as well as communicative diseases like COVID.

Teresa Mosqueda, who attended some meetings from home, chided Nelson last year when she made a point of noting that she was present at one particular meeting “in person”; in her op/ed, Nelson said “coming in to work in person” will help spark a “major reset in tone and direction at City Hall.”

—Erica C. Barnett, Josh Feit

Transit, Transportation

Sound Transit CEO Julie Timm Is Leaving After 14 Months at Helm

Executive leadership | Sound Transit

By Erica C. Barnett

Sound Transit CEO Julie Timm, who replaced former agency director Peter Rogoff in September 2022, announced her resignation Tuesday afternoon—two days before the Sound Transit board was scheduled to discuss her performance evaluation. The board’s executive committee went into a lengthy closed session last week to discuss Timm’s review, then ended their public meeting, leaving several agenda items unaddressed, for lack of a quorum.

Officially, Timm is leaving “in order to return to the East Coast to take care of family matters.”

In an email to staff on Tuesday, Timm wrote that she has “been struggling to balance the needs of long-distance care and support for my aging father with the intense requirements of leading Sound Transit as CEO.  Over the past week in collaboration with Board Leadership, I came to the difficult, but I believe the correct, conclusion that my family needs more of my focus. While not impossible, it would be incredibly challenging for me to maintain a split focus while maintaining the intense level of support and stability Sound Transit deserves from its CEO as we enter into a historic level of openings and new construction.”

Timm has come under fire in recent months for delays, cost overruns, and a perceived lack of urgency on big-picture priorities like Sound Transit’s regional light rail expansion, which will require the agency to rapidly ramp up to spending more than $4 billion on capital projects every year.

In a report to the agency last week, a technical advisory group expressed consternation that Sound Transit was behind schedule on many of the recommendations the group issued back in February, such as hiring three directors to oversee major capital projects, empowering staff to make decisions without top-down approval, and repairing “broken trust” between the board and staff, led by Timm.

Prior to joining Sound Transit, Timm headed up the Greater Richmond (Virginia) Transit Company, a smaller transit agency that oversaw bus routes serving about 31,000 people daily.

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During her time at the agency, Sound Transit reinstated fare enforcement, moved toward a flat $3 fare for light rail, and got ready to open a new Eastside-only “starter line” after faulty construction on the I-90 light-rail bridge crossing led to massive delays on the East Link project, which voters approved in 2008.

Other delays were largely out of Timms’ hands, including the decision to consider major changes to the Sound Transit 3 light-rail map voters adopted in 2016, including the elimination of the Midtown station, the relocation of a station in South Lake Union, and a decision to bypass the Chinatown/International District and instead build new stations in Pioneer Square and SoDo, to the north and south of the CID.

The cost of several projects ballooned while Timm led Sound Transit in part because some contractors began charging premiums to Sound Transit to cover what they perceived as the extra risk of working with the agency, such as financial losses due to construction delays.

The technical advisory group noted Sound Transit’s fractured relationship with contractors in its report, saying that contractors preferred to bid for work with other agencies, like the Washington State Department of Transportation, over Sound Transit “You want to be the owner of choice not because it’s a good feather in your cap, [but] because you’ll get competitive bids,” TAG member Grace Crunican said last week.

According to a press release announcing Timm’s departure, the board “is expected to appoint an interim CEO in the weeks ahead.” The board’s next meeting is on Friday.

Finding a permanent CEO for the agency could be an arduous process. Although the position pays significantly more than other executive-level government positions, like mayor—Timm’s base salary was $375,000 a year—the job requirements are specialized and growing more so as the agency enters its biggest-ever capital expansion phase. After Timm’s predecessor, Peter Rogoff, announced he was leaving 2021, it took Sound Transit well over a year to offer the job to Timm, in a process that was shrouded in secrecy.

Transit, Transportation

Expert Panel “Disappointed” In Sound Transit’s Lack of Progress on Recommendations to Avoid Overruns, Delay
With Sound Transit poised to enter the most intense period of capital spending in its history, an advisory group expressed alarm at the agency’s apparent lack of urgency on key recommendations.

By Erica C. Barnett

A panel of outside experts established last year to help Sound Transit reduce delays to its burgeoning portfolio of megaprojects expressed disappointment last week with the agency’s progress on six recommendations it made in February, noting that many are just now getting underway after many months of delay. With the agency entering the most intense period of capital expansion in its history, members of the Technical Advisory Group (TAG) told Sound Transit’s executive committee on Wednesday, the agency needs to act aggressively to avoid major overruns and delays.

“We’re trying to up your game in order to get the dollar to go a lot further. I want to make sure you understand the value of that,” TAG member Grace Crunican told the board committee. “That’s why we’re nervous about the fact that you’re not up and running. We came to you saying, ‘Hey, let’s go,’ and it’s a year later, and, ‘hey, we haven’t gone.’”

The TAG’s recommendations included restoring lost trust between the Sound Transit board and top agency staff, including CEO Julie Timm; empowering staff to take action, such as signing off on contract changes, without running every decision up the management chain; and hiring an “experienced megaproject capital program executive team” to oversee the expansion of light rail to Tacoma, Lynnwood, Ballard, and West Seattle. The agency’s deputy CEO in charge of system expansion, longtime Sound Transit staffer Brooke Belman, quietly announced she was leaving earlier this year.

“I think we talked about it being a wave, and the wave was coming. The wave is not coming. It is on us right now. And that means the sense of urgency of moving forward with our recommendations is very, very real.”—Sound Transit Technical Advisory Group member Ken Johnsen

Since the recommendations came out, TAG members said, the agency has shown little urgency about putting them into practice. “It’s important to me that the top leadership embrace these changes and work on them diligently, and we’re a long way off from ‘diligently’ at this point,” Sound Transit board member Claudia Balducci told PubliCola.

“There’s been some work—we voted recently to change our contract approval thresholds so that more contracts can be completed and moved by the CEO… but when you get a recommendation that says you need to rebuild trust… that feels to me like something where there needed to be some intentional time invested by the board and the CEO and management to work on that.”

Meanwhile, Sound Transit continues to approach a point in its schedule where it will need to spend between about $5 billion and $8 billion a year to stay on track—a level of annual spending that will dwarf everything Sound Transit has built to date. “We have to change the way we do business,” Balducci said. Every day of delay, Technical Advisory Group (TAG) member Ken Johnsen told the committee, could have cascading effects on Sound Transit’s ability to deliver the projects it has promised, some of which are already running years behind schedule.

Pointing to a chart that shows the amount of money Sound Transit needs to spend on its projects each year in order to avoid major overruns and delays, Johnsen said, “if we sometimes sound overly aggressive on our sense of urgency and why these things need to be moving, it’s because of that chart. I think we talked about it being a wave, and the wave was coming. The wave is not coming. It is on us right now. And that means the sense of urgency of moving forward with our recommendations is very, very real.”

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A key issue the TAG noted in its initial report was that “Sound Transit’s current culture appears to discourage decision-making”—staff either don’t feel like they can make decisions on their own, or don’t do so “for fear of making the wrong one and getting reprimanded.” These issues can produce delays that cause contractors to bid on projects where they know they’ll get paid on time and consistently; already, according to the February TAG report, top-tier contractors prefer to seek contracts with other agencies because of long delays getting invoices approved and paid.

“I feel that our recommendations were pretty clear and concise, but that’s not what we saw in these first meetings,” TAG member Connie Crawford, added. “And just the fact that it’s eight months later, nine months later, when we’re having the kickoff meetings [with staff]—that’s been a disappointment to us.”

After the discussion last week, the board went into executive session to discuss a performance review for Sound Transit CEO Julie Timm, who has been at the agency since last September. When they returned to the dais, after extending the session multiple times, the committee no longer had a quorum and had to end the meeting. However, questions about Timm’s future at the agency may be answered on Friday, when her performance evaluation is on the agenda for the board’s public meeting.

City Council, Elections, homelessness, King County, Mayor Harrell, Transit

Ceis Gets Another $30,000 from City, Poll Tests Anti-Andrew Lewis Messages, Burien Site May be Too Loud for Shelter

1. Tim Ceis, the consultant who received a no-bid, $280,000 city contract to work on issues related to Sound Transit’s Ballard-to-West Seattle light rail alignment earlier this year, received a $30,000 contract extension this month, bringing his total city contract to $310,000.

Ceis’ contract involves meeting with neighborhood advocacy groups and other stakeholders to build “community consensus” around the mayor’s priorities for the light rail extension, strategizing, and advancing Harrell’s views to the Sound Transit board.

PubliCola broke the story about Ceis’ initial contract in March.

At the time, Harrell was pushing a proposal to eliminate a station in the Chinatown International District (CID) neighborhood and replace it with a second Pioneer Square Station across from City Hall, roughly where the King County Administration Building currently stands. King County Executive Dow Constantine has proposed creating a towering new residential neighborhood and new civic center in the area. Sound Transit board adopted this proposal as its preferred alternative in March, but left one potential CID option on the table in response to protests from residents and businesses.

The plan to skip over the CID would add a new light rail station near Lumen Field and an existing Salvation Army shelter, amid a broad swath of land owned by developer Greg Smith. As far back as 2022, Smith’s company Urban Visions had mocked up a proposal to move the planned CID station south into SoDo, suggesting the area could turn into a new destination like Chelsea Market in New York or the food and event center in the revamped Seattle Center Armory.

Documents obtained through records requests show that Ceis, along with the city’s designated liaison to Sound Transit, has met with Smith “to discuss potential partnerships related to the proposed CID south station” on Smith’s property. He has also met with attorney Jack McCullough, who represents the developer that owns the development rights around the proposed second Pioneer Street station.

The newly amended contract says that “due to delayed Sound Transit board action,” Ceis’ work will continue through November. The board spent several weeks this summer debating whether to eliminate a promised station on Denny Way or build it on Westlake as planned; Harrell, who initially seemed to support eliminating the long-planned station on Denny, ultimately got behind a station north of the original proposed site on Westlake that will cause less disruption to Amazon and the South Lake Union developer Vulcan.

Public records show that Ceis communicates regularly with Vulcan, and facilitated a meeting between Harrell and Vulcan VP Ada Healey, who told Ceis that the original plan for a station on Westlake would “put [the city’s] economic engines at risk and “sacrific[e] our downtown neighborhoods.” A spokesman for the mayor’s office said the scope for Ceis’ $250-an-hour contract remains unchanged.

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2. There’s a new poll in the field testing positive and negative messages about District 7 City Councilmember Andrew Lewis, along with positive messages about his opponent Bob Kettle—a former Navy officer who received 31.5 percent of the vote to Lewis’ 43.5 percent.

The poll, which only tests positive messages about Kettle, appears to be from the Kettle campaign. For one thing, it mischaracterizes several of Lewis’ key positions in odd ways—saying, for example, that Lewis is “working…to bring rent control to Seattle” (in fact, he voted against a rent control “trigger” law earlier this month). For another, it describes Lewis’ views in a way that no human working on his campaign would be likely to phrase them—like a question that says Lewis “believes we can make progress… if we center the work and meet the moment with the urgency it requires,” or another that talks about “electrify[ing] houses.”

The real meat of the poll—the messages voters should prepare to hear from Kettle as he runs against Lewis from the right—is more or less what you’d expect from a guy with campaign signs all over the top of Magnolia and Queen Anne: Kettle will represent District 7 neighborhoods outside downtown Seattle, crack down on “open drug use and dealing from Downtown to our neighborhoods,” and “clean up our public spaces” by removing encampments now that “we’ve finally built-up enough shelter space to offer housing to everyone.”

Quick fact check on that last point: There are currently around 6,000 shelter and transitional housing beds in all of King County—a fraction of what’s needed to serve a homeless population that could be as high as 48,000. Even under the most conservative estimates, we have not “built up enough shelter space,” much less housing, “for everyone.”

3. A potential site for a Pallet shelter in Burien could be disqualified because of extreme noise levels from nearby SeaTac Airport. The property—an empty lot next to the Boulevard Park branch of the King County Library—sits inside a “35 decibel reduction zone,” in which all “living and working areas” must be soundproofed to reduce inside noise by 35 decibels.

Pallet shelters, which are thin-walled temporary structures ventilated to the outdoors, can’t be soundproofed—a fact the Port of Seattle brought up in rejecting a proposal from the city to site the shelter inside the Port’s Northeast Redevelopment Area (NERA). In both locations, the average noise level is between 60 and 70 decibels, a level SeaTac Airport’s director of environment and sustainability said was “not conducive to residential purposes, especially when it is highly unlikely that any temporary housing structures (let alone permanent structures) could be modified to attain the City of Burien’s stringent noise mitigation code.”

A spokesperson for the city of Burien did not immediately respond to questions about noise levels at the potential shelter location and how the site, which has been vacant for many years, first came to the attention of the city.

Elections, Mayor Harrell, Morning Fizz, Transit

Campaign Will Pay for Bagel Giveaway After All; Harrell Backs Light Rail Station that Will Inconvenience Amazon

1. After PubliCola reported on a mailer and billboards from Eltana Bagels that appeared to promote the District 1 City Council campaign of Eltana founder and president Stephen Brown, his treasurer contacted us to let us know that the campaign will reimburse Eltana approximately $33,000 for the promotion, along with a billboard in West Seattle and a June 2023 Youtube video that concludes, “Stephen Brown fixed the bagel problem in Seattle—who knows what’s next?”

The mailers, which went out shortly before ballots arrive for the August 1 primary, read, “Seattle Deserves Better… – Stephen Brown” and open to reveal the word “…Bagels!” along with an offer for free bagels valued at $25. About half the mailers went out to addresses in West Seattle, which does not have an Eltana location. (Brown says Eltana targeted people who live near grocery stores that sell the bagels).

Last week, Brown characterized the billboard and mailers—on which “Eltana” appears off to the side in much smaller font than Brown’s name—as a routine advertising expense. “The intention was to use a banal, stereotypical message as a parody—to use humor to sell bagels,” Brown told PubliCola. Similarly”This effort is not a campaign expense—it is not electoral in nature.”

Brown’s campaign decided to pay for the billboard and mailer after Seattle Ethics and Elections Commission director Wayne Barnett sent Brown a letter posing a series of questions about the promotion, including when the mailers went out and where they went, what vendors Eltana used for the ads, and how often Eltana has sent out similar mailers. Barnett also asked whether previous Eltana promotions have prominently featured Brown’s name, and requested examples of other advertising materials from Eltana over the last two years.

“As you know, all money spent to promote your candidacy must be timely reported, and is limited by your choice to participate in the Democracy Voucher Program,” Barnett wrote. “Therefore, we must resolve this issue before the Voucher Program can release any more funds to your campaign.”

The reimbursement has not showed up yet in campaign filings.

2. Transit advocates were dismayed when Mayor Bruce Harrell wrote a letter to his fellow Sound Transit board members in May suggesting the agency study alternatives that could move a future light rail station north or west of Sound Transit’s preferred alternative. The goal of considering both of these alternatives was to prevent a four-year closure of Westlake Ave. that would impact Amazon, Vulcan, and other large employers in the area. One of those alternatives, the “shifted west” option, would have eliminated the Denny station altogether.

Last week, at a meeting of the board’s system expansion committee, Harrell said he now plans to support the preferred alternative and focus on ways to mitigate the impacts of construction in the neighborhood. “I’m waiting for the ridership analysis [to see] how it affects all of this, but I [am]  leaning towards support for the DT-1 preferred alternative that will preserve the two stations in South Lake Union with a strong emphasis—again, I can’t repeat this enough—on mitigating construction impacts,” Harrell said.

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During public comment, a number of representatives from South Lake Union businesses testified that closing Westlake to cars for the four-year construction period would be like signing a death warrant for the (booming) neighborhood. Dan McGrady, a longtime lobbyist for the developer Vulcan who now lobbies on behalf of PEMCO Insurance, said light rail station construction on Westlake would cause “devastation” similar to the COVID pandemic, creating a “lasting scar on the community” that “I just don’t think the community can survive.”

Sound Transit is hosting two webinars about the South Lake Union station alternatives before the full board meets again on July 27, where they will have an opportunity to pick a different preferred alternative or keep the preferred alternative on Westlake just off Denny Way.