Category: Mayor Wilson

discrimination, Mayor Wilson, Police

Wilson Caves on Stadium Surveillance, Two More Cops Allege Discrimination as SPD Settles Earlier Claims for $2.6 Million

1. Seattle Mayor Katie Wilson used unspecified “general but credible threats to safety and security” during the upcoming World Cup games to justify her last-minute decision to turn on more than 20 police surveillance cameras around the stadiums where the games will take place. In a late-afternoon announcement on Friday, Wilson said this information “has persuaded our law enforcement, emergency management, and FIFA security partners that we should be operating at a heightened risk level.”

SPD has staunchly defended the cameras, arguing the footage has already helped police solve crimes. Opponents have argued that the footage is vulnerable to abuse by federal agencies like ICE, vigilantes targeting people who travel to Seattle for reproductive or gender-affirming health care, and police officers themselves.

Wilson’s office told PubliCola won’t keep the cameras on after the World Cup. “Once the games are over and we return to normal safety and security operations, we will turn the cameras off until we make decisions about the original pilot,” a Wilson spokesperson said.

Wilson previously announced that the city would install the cameras, which connect to SPD’s Real Time Crime Center, but not turn them on until her office has had time to evaluate the “pilot” that placed cameras downtown, on Aurora Ave. N., and around 12th and Jackson. The NYU Policing Project just started work on a data and security audit of the police surveillance program.

Earlier this week, Wilson said in an onstage interview that the city already has access to many cameras around the stadium district, including live feeds operated by the Seattle Department of Transportation as well as private cameras operated by businesses, which have historically provided SPD with footage to help them investigate crimes.

2. The city settled a lawsuit filed by four female Seattle police officers who accused former police chief Adrian Diaz of sexual harassment and gender discrimination. The officers—Lauren Truscott, Valarie Carson, Kame Spencer, and Jean Gulpan—will receive a total of $2.6 million, according to a press release from their attorney, Sumeer Singh. Singh now works for Frey Buck, the same firm that once represented Diaz. Last year, PubliCola reported that Buck had ditched Diaz as a client.

“We are happy to see the City of Seattle take accountability for what was a clear lapse in leadership by the previous administration. We hope new leadership will improve working conditions for everyone within the Seattle Police Department, Singh said in a statement.

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3. News of the settlement comes shortly after two LGBTQ+ officers, Anna Fishel and Doug Raguso, filed tort claims against the city, alleging the department discriminated against them and denied them promotions based on their sexual orientation and, in Fishel’s case, her gender.

Fishel, a detective in SPD’s policy unit, said in her complaint that she passed the sergeant’s exam in 2024, rising to number one on the promotion list in 2025, but has been passed over for promotion by five other people since then. During a meeting with Barnes to make the case that she should be promoted as sergeant over her division, Fishel wrote, “I laid out my credentials and experience and my work on the 30×30 initiative,” which established the goal that 30 percent of SPD’s recruit class will be women by 2030.

“I also told him that I am the sole caregiver to my daughter and the only gay female up for Sergeant,” Fishel wrote in her claim. “Despite this, my ranking, and the support of my chain of command, Chief Barnes refused to promote me in place. Instead, he offered me the position of Third Watch Patrol Sergeant,” a position that would have required her to find an overnight caregiver for her child. The position Fishel was seeking went to a straight man, she wrote.

Raguso, a lieutenant, also said he was repeatedly passed over for promotion—including last year, when Barnes removed him as acting captain of Capitol Hill’s East Precinct and reassigned him to the Real Time Crime Center without a promotion. Instead of Raguso, who had worked in the East Precinct for years and was well-liked by many in the city’s historic LGBTQ-friendly neighborhood, Barnes promoted Mike Tietjen and assigned him to head up the precinct.

Barnes’ promotion of Tietjen, which the chief touted on social media, proved controversial: As a lieutenant patrolling the 2020 protest zone around Cal Anderson Park, Tietjen drove onto a sidewalk full of protesters in 2020 and compared them to “cockroaches” as they scattered to avoid his SUV. He was also involved in an incident in which a trans woman accused officers of heckling her and demanding to know what was under her skirt. Barnes eventually removed Tietjen and replaced him with Captain Jim Britt, another straight white man.

An earlier tort claim, by two former command staff members Barnes fired last year, also accused Barnes and members of his team of gender and anti-LGBTQ+ discrimination. Barnes oversaw a dramatic crackdown on nudity at the nude beach at Denny Blaine Park last year. His chief of staff, Alan Ricketts, reportedly blew off concerns about the optics of arresting people sunbathing at the LGBTQ+-friendly beach, telling one of the former command staff members, “we’re not here for the gays.”

Mayor Wilson

No More Laissez-Fare: Pilot Program Will Install Fare Gates at Up to 14 Stations
From Sound Transit presentation

By Erica C. Barnett

Sound Transit is recommending a “pilot” project that would add fare gates to as many as 14 light rail stations, citing high rates of fare “evasion” by riders who board trains without paying at ORCA card readers. The proposal would cost between etween $79 million and $88 million, according to staff, and bring in an additional $30 million a year by increasing fare compliance rates from a current estimate of 63 percent to 95 percent or higher.

In addition, Sound Transit’s executive director of security and fare evasion Brian de Place said, “There’s been a significant amount of attention, in transit circles at least, around other benefits from fare gates, including increased perceptions of safety [and] lower maintenance costs. And importantly, fare gates also allow the opportunity to de-conflict compliance-related actions that sometimes result in escalations and can put our workers at safety risk.”

In other words: Putting gates between riders and train make it less likely that people will board for free and argue with fare enforcement officers when they get caught.

According to a staff presentation, the pilot stations will likely include every Seattle station between Northgate and the International District, plus Redmond, Bellevue, Lynnwood, and SeaTac Airport. The pilot will exclude stations that are at-grade, largely for technical and safety reasons, Sound Transit principal architect Gavin Schaefer said.

In a “typical passenger journey,” Schaefer said, the “addition of the gates improves our passenger experience by making the transition [into the]” fare paid zone more legible. Currently, Sound Transit uses signs and yellow paint to designate the parts of stations where only paid riders are supposed to go.

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Although “fare evasion” is typically coded as a kind of illicit turnstile-jumping, a large percentage of people leaving stadium events, like Mariners games, routinely board crowded trains without paying. Both Seattle Mayor Katie Wilson and Pierce County Executive Ryan Mello asked why Sound Transit isn’t proposing fare gates for the stadium station; Wilson also wanted to know how much this middle-class fare evasion contributed to the overall percentage of non-paying riders and whether Sound Transit had considered the impact of long lines for fare gates after sports events.

De Place said Sound Transit hadn’t calculated how many people fail to pay for light rail after stadium events, adding that “we do see people not paying at those times. Adding fare gates at Husky Stadium, where riders descend to the platform, “could actually help with that queuing and crowd control,” de Place added.

Wilson also wanted to know what the break-even ridership level would be if Sound Transit decided not to install fare gates and simply waited for fare payment to rise back toward pre-pandemic levels. “You would probably need to get back to” the pre-pandemic high of around 85 percent, de Place said, an outcome Sound Transit considers unlikely.

Wilson (who once made the case in PubliCola for a business tax to fund free transit) also wanted to know whether Sound Transit would make a more concerted effort to enroll people in its low-income fare discount program, which is open to people making up to twice the $16,000 federal poverty level.  A staffer said fare ambassadors already tell people about the program when they check for payment on the trains, suggesting that the burden for signing people up for reduced fare passes will continue to fall on social service providers.

King County Executive Girmay Zahilay also asked about “unintended consequences” of fare gates in other cities. But unlike Wilson, he praised some of the outcomes the Bay Area Rapid Transit (BART) has reported since it installed “hardened” fare gates that can trap riders who fail to pay. “They saw, I think it was $10 million in increased revenue, a 41 percent reduction in crime, [and] hundreds if not thousands of hours saved on cleanup time,” The new 7-foot-tall gates were controversial when they were introduced, with some riders calling them “prison-like” and complaining about long backups at the slow-moving new fare checkpoints.

Affordability, Mayor Wilson, Privacy

At City Club Event, Mayor Answers Questions Like “Why Isn’t Pizza Cheap Yet”

 

By Erica C. Barnett

FOX 13 anchor Han Kim interviewed Wilson last night at an event sponsored by City Club Seattle, hitting the mayor repeatedly with bad-faith questions such as “why should we increase the sales tax for transit when so many bus seat are empty” and “why is eating out still expensive when you said you would lower the cost of pizza?”

Kim even posed a couple of questions Wilson has answered ad infinitum at this point: Why did she dismiss the idea that rich people will leave Seattle over the statewide high-earners’ income tax (a story that made international news , thanks largely to nonstop, breathless coverage by right-wing local news outlets in Seattle) and is she still boycotting Starbucks (shortly after the election, Wilson appeared at a workers’ rally and said people shouldn’t buy from the anti-union company)?

Wilson did say she bought a disgusting-sounding “blueberry muffin” coffee drink the other day when she went to the Pike Place Market Starbucks to talk to workers about their labor concerns—hardly breaking news. but now we know.

I live-posted the entire event on Bluesky, including questions from a parade of angry audience members who wanted to know why homelessness and crime haven’t been fixed and seem to have gotten worse. Wilson had some nuanced responses to these perennial rhetorical questions, but she also seemed a bit frustrated with her interrogators, who interrupted her repeatedly mid-answer in a way that—I AM JUST SAYING—I never saw the public address former mayor Bruce Harrell.

Kim also spent several minutes demanding that Wilson respond to comments by former reality TV star and current LA mayoral candidate Spencer Pratt, who claimed recently that a third of LA’s homeless population was “bused in from other states” by “body brokers” and would move 1,200 miles north to Seattle once he cracks down on their ability to access social services. Pratt also wants to force people with addiction into 72-hour mental health holds, which he referred to as “mandatory rehab.” None of this is worth dignifying.

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With the World Cup games just a few days away (and City Councilmember Bob Kettle insisting that the mayor had no right to place a “pause” on the new cameras under the camera expansion legislation the council adopted last year), Wilson was asked again about what circumstances would constitute a “credible threat,” which she has said would trigger the city to turn on cameras already installed in the stadium district.

“A credible threat is if we get information, as our law enforcement agencies often do, that someone has the intention to cause harm to people or property… and it is believable that they might be able to carry it out. That is a credible threat for us,” Wilson said.

The mayor also noted that to the extent that surveillance cameras are useful, it’s generally to provide evidence after a crime has been committed, not to stop crimes in progress. And she pointed out, as PubliCola has, that there are already many city-operated and private surveillance cameras around the stadiums.

Camera proponents have generally been more interested in anecdotes than quantitative data. Last year, Kettle opposed an amendment to the police surveillance plan that would have required an analysis to determine whether the cameras were accomplishing their stated goals before any additional expansions. The council approved new cameras just two weeks after the first set was installed.

 

Elections, Mayor Wilson, Taxes, Transit

Wilson Proposes Doubling Transit Sales Tax to Fund Local Bus Service Expansion

By Erica C. Barnett

Seattle Mayor Katie Wilson has proposed doubling a sales tax that funds transit service in Seattle, known as the Seattle Transit Measure, to 0.3 percent, up from the 0.15 percent tax that expires this year. The proposal would raise around $138 million over the next ten years to pay for bus service, service on the city’s two streetcars, and transit passes for low-income riders, among other programs.

The Seattle Transit Measure, originally known as the Seattle Transportation Benefit District, supplements bus service provided by King County Metro by adding service hours in Seattle. The transit measure came out of a failed attempt   2014; in 2020, a proposal to increase the tax from 0.1 percent to 0.15 percent passed with more than 80 percent of the vote.

The extra money would fund 280,000 bus service hours a year on top of Metro’s regular service, Seattle Department of Transportation director Angela Brady said during a press conference on Tuesday. According to SDOT’s most recent annual report on the measure, the tax paid for 143,000 bus hours in 2024. The new funding would also pay for service on the existing streetcars that run between downtown and South Lake Union and Capitol Hill, and would provide free annual transit passes to everyone living in Seattle Housing Authority buildings, a new expansion of the ORCA Lift program for people making up to 200 percent of the federal poverty level.

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Demonstrating how  much costs have increased, the original, 0.1-percent 2014 transit measure expanded transit access by about 350,000 hours a year.

At Tuesday’s press conference, Wilson pitched her plan to expand transit hours as an urgent matter of affordability.

“When transit is frequent, reliable, and affordable, it does more than move people from one place to another—it gives people freedom,” Wilson said. “Transportation is one of the biggest costs in a household budget, and most of that cost comes from owning a car. Gas, insurance, repairs, parking, monthly payments, and maintenance all add up fast. So when we make our transit system better, we make it possible for more households to live car-free or car-light, and that could put hundreds or thousands of dollars back into a family’s budget. That is real affordability.”

If voters approve Wilson’s proposal, it will bring Seattle residents’ total sales tax burden close to 11 percent. Sales tax is the most regressive form of tax voters regularly pay, meaning that the poorer you are, the greater the percentage of your income you spend on the tax.

Asked about the seeming contradiction between her affordability pitch and the increasingly unaffordable sales tax burden, Wilson said it’s “unfortunate that we don’t have more progressive options for funding our transit system.” But, she said, “when we’re investing in public transit and making it possible for people to live car free or car light, when we’re investing in affordable fares, those are really direct supports that are creating affordability for the people in our communities that need it most.”

Under the state law that authorized the transportation benefit district, the city could also propose a vehicle license fee of up to $60—a tax on drivers that would directly fund the city’s primary alternative to driving. Asked why she didn’t do so, Wilson said she believed a license fee increase might prove too “controversial” to pass.

“I think we’ve seen car tab measures rouse more organized opposition, and I think we wanted to stick with something that we were really confident Seattle voters were going to be able to enthusiastically get on board with.”

A countywide measure to fund transit service with a 0.1 percent sales tax increase and a $60 vehicle license fee failed 55 to 45 percent. Since then, the city has relied on sales taxes alone to pay for additional transit service.

Wilson will have to move her proposal through the city council, starting with Rob Saka’s transportation committee. That committee will get an initial briefing on the proposal on Thursday. So far, Wilson has announced most big-ticket legislation without lining up council support or identifying council sponsors in advance. Saka, who was not present at Wilson’s press conference, did not immediately respond to a request for comment on the proposal, but we’ll update this post if we hear back.

Mayor Wilson, podcasts, Transit

Seattle Nice: How Badly Did Sound Transit Screw Seattle Over?

By Erica C. Barnett

On this week’s episode of the Seattle Nice podcast, we did a deep dive on the Sound Transit board’s decision last week to indefinitely defer the voter-approved light rail extension to Ballard, a stretch that boasts by far the highest projected ridership of any line in the Sound Transit 3 package voters approved ten years ago.

Seattle City Councilmember Dan Strauss, who represents Ballard, has been beating the drum on this issue for months, arguing it would be irresponsible to renege on such a significant commitment to Seattle voters. The new plan preserves the “spine” to Everett and Tacoma, along with a second light rail tunnel through downtown Seattle, leaving Ballard in limbo unless Sound Transit can come up with cost savings and unless someone, most likely Seattle voters, can provide the funds to build the expansion.

The board adopted a couple of amendments last week that will move planning for a potential Ballard line forward and that commit to looking for ways to make the plan more affordable. But they rejected a proposal from Strauss that would have switched up ST3’s sequencing to build a “starter” line between Westlake and Ballard before adding a second transit tunnel.

Suburban Sound Transit board members said last week that prioritizing Ballard would doom the rest of the system. As a result, Sandeep noted, the suburbs got everything they asked for,  leaving Seattle without any leverage to get additional funds for its projects in the future. Indeed, several board members made that explicit, saying Seattle would need to find its own money if it wants to build to Ballard and complete the West Seattle line in the future; there will be no regional Sound Transit 4, they said.

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One suburban Sound Transit board member and longtime light rail proponent who voted (along with Strauss) against the entire proposal, King County Councilmember Claudia Balducci, told me last week she thought it was time to take a serious look at Sound Transit’s governance. Currently, the agency is run by an 18-member board of elected officials who represent every “subarea” of the region—an ever-changing cast of characters with no specific transit expertise. This structure, Balducci suggested, has made it difficult to anticipate and forestall cost overruns like the $34.5 billion hole Sound Transit is currently attempting to fill.

David, Sandeep, and I also discussed some of the potential reasons for Sound Transit’s persistent overruns—excessive process, changes in response to neighborhood complaints, and engineering decisions that add millions to even relatively simple projects, like the long-deferred Graham Street Station, which the latest plan at least moves into the “funded” column.

Finally, we had to spend a few minutes on the latest shakeup in Mayor Katie Wilson’s office—the departure of housing and homelessness advisor Jon Grant, who was at the center of the mayor’s plan to add thousands of new tiny house-style shelters around the city. Grant, along with Wilson’s former chief of staff Kate Kreuzer, reportedly clashed with council members and staff while the council was working to pass emergency legislation to expedite Wilson’s shelter proposal.

City Council, Mayor Wilson, Police, Transportation

This Week on PubliCola: May 30, 2026

Sound Transit stiffs Ballard, Councilmembers Push Police Cameras, Top Wilson Aid Resigns, and More

By Erica C. Barnett

Monday, May 25

KCRHA Lays Out Plan to Address Audit Findings, But Says Many Issues Need “Joint Correction” With City and County

In a “corrective action plan” ordered by Seattle Mayor Katie Wilson and King County Executive Girmay Zahilay earlier this month, the region’s homelessness authority laid out a plan to address the findings of a damning forensic audit into the agency’s finances. But the KCRHA cast some of the blame on its funders and warned about the risks of winding down the agency, a path local leaders are seriously considering.

Tuesday, May 26

“There’s a Quick Fix”: Councilmembers Pressure Mayor to Activate Police Cameras for World Cup

The pressure is building on Mayor Wilson to activate the police surveillance cameras that she already approved installing in the stadium district, with two councilmembers claiming this week that the cameras could save lives in a major attack or other incident during next month’sWorld Cup games. Seattle’s transportation department already has cameras in the area.

Wednesday, May 27

Another Shakeup on Team Wilson as Mayor’s Homelessness Advisor, Jon Grant, Steps Down

PubliCola broke the news that Wilson’s chief homelessness policy advisor, Jon Grant, resigned after being asked to step down, effective this coming Monday. Grant is one of two Wilson staffers who have clashed with city council members and staff and reportedly contributed to frayed relations between the two branches of government; the other, Kate Kreuzer, was removed as chief of staff earlier this month but remains on Wilson’s City Hall team.

Thursday, May 28

How We Can Save Ballard Light Rail

In a guest op/ed the day before Sound Transit voted to effectively kill a voter-approved light rail line to Ballard by deferring it indefinitely, Seattle Councilmember Dan Strauss made the case for his alternative proposal—a “starter” light rail line from Westlake Station to Ballard that would defer the second downtown rail tunnel.

Friday, May 29

Sound Transit Sacrifices Light Rail to Ballard, Moves Long-Deferred Graham Station Forward, in Latest “Realignment” Plan

As anticipated, the Sound Transit board decided to scrap the voter-approved plan to build light rail to Ballard in order to complete the lower-ridership “spine” between Everett and Tacoma, fulfilling a longstanding commitment to give Pierce and Snohomish County some rail for their tax dollars and building a second tunnel through downtown Seattle. A surface-level station at Graham Street in the Rainier Valley that has been deferred for decades was moved into the “funded” column, making it much more likely that it will finally be built.