After a lengthy debate over the correct size and duration for the proposed renewal of the Seattle Transportation Benefit District—a Seattle-only tax originally intended to supplement King County Metro bus service—the city council voted unanimously to put a six-year, 0.15 percent sales tax proposal to fund bus service on the November ballot. The measure will provide a little over $39 million a year for bus service, compared to $56 million a year under the measure that expires this year—enough to preserve between 150,000 and 200,000 hours of existing in-city service.
The original 2014 STBD ballot measure included a $60 vehicle-license fee, which was supplemented by a $20 fee passed by the council, but the city has been unable to spend the revenues from either fee since Washington state voters passed the car-tab-killing Initiative 976 last year; the state Supreme Court is set to rule on the initiative’s constitutionality later this year.
It’s a sign of how much the funding landscape has changed that the biggest debates on Monday were about whether to preserve the sales tax approved by voters in 2014 at its existing level, as Mayor Jenny Durkan proposed, or increase it slightly, and on whether the funding package should last four years or six. Every option the council considered would, at best, offset service reductions from the county—a major difference from the original 2014 ballot measure, which expanded transit service by 350,000 hours
Proponents of a larger tax hike—to 0.2 percent—argued that it may be possible, in theory, to reduce the tax after the county passes its own region-wide taxing measure, or when a court overturns I-976, making car tab revenue available again. Opponents expressed skepticism that voters would pass a significant tax increase during a recession that has already resulted in unprecedented unemployment. “Even though a 0.1 percent regressive tax maybe isn’t going go be the straw that but the aggregate impact is something that I’m very concerned about,” council member Andrew Lewis said.
Along somewhat similar lines, proponents of a shorter-term ballot measure—four years, as opposed to six—argued that a levy that expired earlier would light a fire under the city and county to come up with a regional ballot measure whose cost and benefits would be spread across the entire county instead of concentrated in Seattle. Opponents (those who supported a six-year renewal) argued that a six-year measure would put the city in a stronger bargaining position with the county if and when the county gets around to proposing a regional measure.
Worth noting: Although most council members seemed optimistic that a countywide transit measure would pass, very recent history suggests otherwise. The whole reason the city proposed a Seattle-only ballot measure in 2014 is that a countywide measure failed overwhelmingly earlier that same year, losing by double-digit margins in the suburbs, and by eight points overall. The fact is that the county could put together a regional bus funding measure on the city’s preferred timeline, only to see it fail—an outcome that may be more likely, not less, during an economic downturn.
The proposal that passed Monday also includes a measure limiting the portion of the new tax that can be spent on things like low-income transit passes, rather than service hours, to $10 million—the same cap as in the mayor’s original 0.1 percent proposal—and increases the amount that can be spent on “emergent needs,” such as bus service for West Seattle residents stranded by the closure of the West Seattle Bridge, to $9 million.
Council member Alex Pedersen, who sponsored the original 0.1 percent legislation and was the only council member to vote against expanding it to 0.15 percent, said the unanimous vote demonstrated that “despite the divisions and conflicts that many people might see reported in the media, the mayor and city council can pull together and row in the same pos direction when we direct our energy toward the hard responsibility of governing. … It may not be perfect for each of us, but it is necessary for everyone.” And with those less-than-rousing words, the stopgap transit funding measure headed toward the November ballot.