Tag: fare enforcement

Alex Hudson: The Path to a Just Transportation Recovery

By Alex Hudson

When the pandemic began and much of the world stopped moving, public transit carried on, connecting essential workers to jobs and people to food, health care, and other critical services. Bus drivers bravely continued working to get people where they needed to go, and adapted to help deliver food to seniors and patients to care. The COVID-19 pandemic has exposed a deep truth: public transit is, and always will be, essential.

There is worry that ridership is down now and won’t return. These fears are based on a return to pre-COVID levels of congestion and skyrocketing used car sales. But the risks of veering away from transit in a post-pandemic world are huge. If drivers get back in their cars exclusively, we’ll cut people off from opportunity and will be stuck in worse congestion than before, resulting in wasted time, more greenhouse gases and toxic pollutants that make our planet less livable, and hundreds of lives lost to preventable crashes.

The vision for public transit in a post-pandemic Puget Sound hasn’t changed: It must be fast, frequent, reliable and affordable. COVID-19 has simply underscored the urgency of addressing how we plan for and fund it. As we recover, the smart and most affordable investment we can make is in building a resilient and accessible public transit system that connects people to opportunities, creates good paying jobs, and supports our climate goals.

Here are three steps we can take to get there:

Invest in transit like it’s a key part of a just economic recovery—because it is. There can be no economic recovery without well-funded public transit. In Seattle, essential workers account for 33 percent of transit riders. These folks keep Seattle’s hospitals running, our grocery stores stocked, and provide social service, caretaking and education that all of us are depending on. In addition to getting people to their jobs, transit investments create good, green, family-wage jobs that last. An analysis of the 2009 stimulus package found that stimulus dollars spent on transit projects created more jobs than dollars spent building or maintaining highways. “To create the most jobs per dollar, invest in transit and maintenance,” the analysis concluded.

Transportation is a household’s second-highest cost, and the average household in King County spends more than $12,500 per year on their vehicles. In 2019, seven million Americans were at least three months behind on their car loans. As unemployment remains high and household finances are stretched to the breaking point, public transit is a desperately-needed affordable alternative to driving that millions of people across the country are counting on.

To keep our communities strong during this challenging economic climate, public transit must be centered in recovery plans and cannot be left out of the federal stimulus packages. All new COVID relief funding on the local, state, and federal levels must include investments for transit, teleliving, biking, walking, and rolling. To make sure this happens, we have to continue building strong coalitions across business, labor, environmental, and social justice advocates. We need everyone at the table.

Pay for it now, or pay the price later. Transit is a fundamental pillar of a functional economy, yet we have seen that the funding that keeps transit moving is fragile and overlooked at every level of government. TransitCenter estimates that across the country, transit agencies will see a $26 billion-$40 billion annual shortfall due to COVID. Declines in fare revenue, as well as the underlying supporting taxes, leave our agencies facing extreme budget shortfalls and elected leaders grappling with no easy choices.

Funding for transit in Washington has never been resilient or adequate. The 18th Amendment to our state Constitution restricts how we can spend transportation dollars. Rather than using gas tax money to create a more efficient and sustainable system overall, the state is forced to funnel money into highway projects, many of which only further pollution and congestion. This outdated restriction must be reconsidered—our social, economic and environmental future depends on it.

Washington lacks progressive revenue options for transit, and the passage of I-976 left local governments with even fewer tools. We need to move away from regressive, restrictive, and volatile sources of funding like the gas tax and replace them with sustainable and resilient funding options, like an equitably designed road user charge or congestion pricing and a statewide air quality surcharge. While working toward reform, we must continue to utilize the existing tools and support local transit ballot measures, starting by passing Seattle Proposition 1 and renewing the Seattle Transportation Benefit District, which funds transit investments in Seattle, for another six years.

Prioritize racial equity in our recovery plan and undue long standing disparities. The pandemic has exacerbated inequities that exist within and are caused by our transportation system. Black, Indigenous, and People of Color (BIPOC) experience disproportionate impacts through exposure to air and noise pollution caused by racist planning decisions which built traffic arterials and highways in their communities, lowering home values, separating communities, and increasing exposure to air and noise pollution and preventable traffic violence. Health disparities caused by exposure to air pollution, such as higher rates of asthma, have left BIPOC communities more vulnerable to contracting COVID. Creating an equitable transportation system is literally a matter of life or death for BIPOC communities in Washington. Continue reading “Alex Hudson: The Path to a Just Transportation Recovery”

Sound Transit Considers Fare Enforcement Reforms, Touts Survey Suggesting Most “Fare Evaders” Could Afford to Pay

Sound Transit says this distribution of reasons riders said they failed to pay shows that “most riders are able to pay” their fares, which range from $2.25 to $5.75 for a one-way ride.

After a fare-checking incident on the first day of school led to widespread criticism of Sound Transit’s fare-enforcement policies, the agency said it would reconsider how it checks and enforces fare—just as soon as it could complete an in-person rider survey, an onboard rider survey, and a series of focus groups to determine what issues riders were most concerned about and the reasons people engage in “fare evasion” on Sound Transit trains. (“Fare evasion” is a term that suggests intent, or even theft, but it includes many situations where the “evasion” is unintentional, such as when a person buys an unlimited monthly pass but forgets to “tap” her card before boarding; hence the scare quotes)

For the onboard surveys, staffers shadowed fare enforcement officers until they caught someone without proof of payment, then gave them a survey about why they didn’t pay. The most common responses were that the rider forgot to tap their card, that their card didn’t work, or that they “couldn’t find where to tap.” This finding, according to the survey, “provides further support for the finding that most riders are able to pay but occasionally fail to do so for a myriad of reasons.”

The comment seems aimed squarely at advocates who have argued for free or reduced fares on the grounds that people who avoid fares typically do so because they can’t afford them. Those advocates expressed frustration last year after Sound Transit adopted a wait-and-see policy toward any changes to fare or fare enforcement, pointing out that a 2018 audit of King County Metro showed that a large number of riders who failed to pay did so because they couldn’t afford the fare. (In comparing the two surveys, it’s worth noting that Sound Transit’s survey included a bewildering array of 14 possible reasons for nonpayment, plus “other”—nearly twice as many options as King County Metro’s 2018 survey). If it turns out people could pay if they wanted to, but don’t, that would create a new bulwark against calls to make the system more affordable or accessible to low-income people.

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The on-board survey did find that people making between $0 and $50,000 were the least likely to pay, but the report doesn’t break that number down further, making it hard to draw conclusions about different groups within that broad income category. Currently, people making less than 200 percent of the poverty level, or about $25,000 for an individual, are eligible for discount fares through the ORCA Lift program.

The King County Auditor’s independent review of Metro’s fare enforcement policies led to changes such as reduced fines for fare evasion and the creation of new avenues to address fare evasion tickets, including enrollment in ORCA Lift. Sound Transit is considering similar changes, but has rejected proposals to make its service free, and has resolutely defended its fare-enforcement practice of checking all riders on each car for fare, despite the fact that this practice has still resulted in racially lopsided enforcement.

The agency released the results of the surveys and in-person sessions last week, and held a listening session to talk about some of the proposals that emerged from the process at El Centro de la Raza on Wednesday night. The meeting was unusual for a “roundtable” style public meeting in a couple of respects: First, agency staffers kept the initial presentation short. Second, participants got a chance to rotate among six different tables to discuss a total of three separate topics instead of just one. Finally, because the public comment came at the end of the meeting, after everyone had spent an hour throwing out ideas, it was actually informed by the discussion, rather than rehearsed and packaged in advance. Continue reading “Sound Transit Considers Fare Enforcement Reforms, Touts Survey Suggesting Most “Fare Evaders” Could Afford to Pay”

Free Transit Off the Table, Sound Transit Says, Defending Its Fare Enforcement Policies

Sound Transit staffers emphasized that the agency would not consider eliminating fares or fare enforcement in light of recent controversies about its fare enforcement policies, saying that “high fare payment rates and compliance rates” was key to the agency’s financial stability. (Sound Transit has a higher fare recovery rate than many other transit agencies, and fares from Link Light Rail totaled about $41 million last year.) The emphatic rejection of free fare came during a  “process update” on a recent rider survey about fare enforcement at the agency’s executive board meeting this morning. Staffers said they were still analyzing the survey results and couldn’t provide any details yet about the survey findings or how the agency plans to address the fact that black riders are far more likely to receive tickets for nonpayment than other groups.

Sound Transit often points to its method of checking riders—from the outside in, checking everyone on the car—as an inherently unbiased model because, in theory, it prevents fare officers from singling anybody out. The agency frequently displays a slide of a train marked with arrows to demonstrate the method during presentations on fare enforcement. They used the slide (below), for example, after advocates raised concerns that fare enforcement officers were intimidating kids on their way to their first day of school. That day, the agency issued (and later voided) more than a dozen formal warnings to kids under 18 for not presenting proof of payment—the precursor to a $124 fine. (Once you get a warning, it starts a 12-month clock; if you get caught without fare again in those 12 months, you get an automatic $124 ticket along with the potential for criminal charges if you fail to pay).

At the time, staffers cautioned behind the scenes that the issue advocates were raising about fare enforcement wasn’t the method officers used, but the outcomes for low-income people and people of color. At the public meeting this morning, however, they focused on the method. “This practice has been cited by Transit Center as a good practice for reducing potential discrimination and profiling in our fare enforcement interactions,” said Rhonda Carter, Sound Transit CEO Peter Rogoff’s chief of staff.

Committee vice chairman Paul Roberts asked whether Sound Transit had looked at other transit systems to see how they dealt with the fact that some people can’t pay their fare. Metro, for example, recently reduced fines for fare evasion, eliminated the possibility of criminal charges for nonpayment, and created multiple new avenues for addressing fare evasion tickets, including enrollment in the ORCA Lift low-income fare program. Carter responded that Sound Transit’s “practice for how we check fares is seen as a model for how to do this work equitably,” and that often, “other agencies will come to us” for advice on how to do it right.

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The C Is for Crank is supported entirely by generous contributions from readers like you. If you enjoy the breaking news, commentary, and deep dives on issues that matter to you, please support this work by donating a few bucks a month to keep this reader-supported, ad-free site going. Your $5, $10, and $20 monthly donations allow me to do this work as my full-time job, so please become a sustaining supporter now. If you don’t wish to become a monthly contributor, you can always make a one-time donation via PayPal, Venmo (Erica-Barnett-7) or by mailing your contribution to P.O. Box 14328, Seattle, WA 98104. Thank you for keeping The C Is for Crank going and growing. I’m truly grateful for your support.
K

ing County Executive and Sound Transit board member Dow Constantine brought up a letter his office received from a parent whose daughter, a Seattle school student, had received two $124 tickets for “fare evasion” despite the fact that she has a free ORCA pass. Fare enforcement officers frequently give “evasion” tickets to people who have simply failed to properly “tap” their cards, have tapped twice, or didn’t tap at all but have fully paid free ORCA passes. Under Sound Transit policy, anyone who fails to show proof of payment four times is referred to the King County Prosecutor’s office for a misdemeanor criminal charge. Policy director Carrie Avila-Mooney said Sound Transit has suspended that policy temporarily while the review is ongoing.

Rogoff said he had responded directly to the child’s parents, “in part because we obviously had great empathy for the child who was very concerned about what happened, but more importantly, the parents really did come forward with some thoughtful proposals. A lot of people complain but have no thoughtful proposals. They really thought about it and, indeed, some of their ideas are on the list.” He did not specify which ones.

While reducing fare enforcement or eliminating fares is off the table, Sound Transit is considering a few other options to address disparity in fare enforcement, including “Expand[ing] and target[ing] communications and marketing about how to access and use valid fare media,” flipping the calendar on warnings at 6 months instead of 12, replacing Securitas fare enforcement officers with in-house staffers, and moving fare enforcement from the trains to station platforms. They’re also considering some of the policies Metro has already adopted, such as reducing fines and giving low-income people alternatives to fines or charges.

Sound Transit will hold an open house at El Centra de La Raza, 2524 16th Ave S, from 6-8 pm on February 19 to provide more information about the survey findings.

 

Sound Transit Emails Show Agency Scrambling to Spin September Fare Enforcement Controversy

Last September, after activist and schoolteacher Jesse Hagopian posted a photo that appeared to show Sound Transit fare enforcement officers ticketing kids on the first day school, the transit agency went on the defensive. First, Sound Transit’s social media manager, Bruce Gray (who is white), issued a tone-deaf tweet suggesting that his kids had no issues with fare enforcement because they used the one-day paper passes distributed to parents before school started. (The passes gave every student a free ride to school, where they would pick up free ORCA transit passes through the new ORCA for All program.)

As the blowback continued, Sound Transit kept tweeting, explaining first that the agency’s fare enforcement officers were “not issuing formal warnings or citations,” then adding, in a more exasperated tone, that although “[n]o riders of any age are ever ticketed without getting a warning within the previous 12 months[,] today we are not even issuing the formal warnings to students.” The next day, Sound Transit CEO Peter Rogoff went further, saying in a statement that fare officers had been told to issue only “informal warnings,” which “were not recorded and will not affect the student’s enforcement record in the future.”

After a day of negative press, it’s understandable that the agency would want to set the record straight: No tickets, no warnings, no documentation.

However, documents obtained through a records request reveal that fare enforcement officers actually did issue more than a dozen formal warnings to school-aged kids throughout the day, including nine during and immediately before and after school hours. Moreover, there was considerable internal debate at Sound Transit over what “informal warnings” were (staffers appeared to be hearing the term for the first time as the story blew up), as well as pushback over Rogoff’s public response, which some within the agency appeared to regard as tone-deaf to concerns about the racial impact of fare enforcement.

Sound Transit issued more than a dozen formal warnings to kids on the first day of school despite insisting that fare enforcement officers were told to give only “informal warnings.” Formal warnings are the precursor to citations, which come with a $124 fine and the potential for a criminal record if the fine isn’t paid.

Sound Transit says a verbal notice went out to officers in the morning that they should not ticket or give warnings to students on the first day of school. However, it wasn’t until almost 2:30 in the afternoon‚ shortly before school let out, that fare enforcement manager Michael Patricelli sent an email to fare enforcement officers directing them to “simply educate … juveniles [without fare] and move on” rather than recording their information in Sound Transit’s system. “If you documented a warning or infraction for a juvenile today during school times (0600-1800/Sept. 4th) I need you to submit at void form stating ‘voiding juvenile contact per management,” Patricelli wrote.

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The C Is for Crank is supported entirely by generous contributions from readers like you. If you enjoy the breaking news, commentary, and deep dives on issues that matter to you, please support this work by donating a few bucks a month to keep this reader-supported, ad-free site going. Your $5, $10, and $20 monthly donations allow me to do this work as my full-time job, so please become a sustaining supporter now. If you don’t wish to become a monthly contributor, you can always make a one-time donation via PayPal, Venmo (Erica-Barnett-7) or by mailing your contribution to P.O. Box 14328, Seattle, WA 98104. Thank you for keeping The C Is for Crank going and growing. I’m truly grateful for your support.

And it wasn’t until seven hours later, at 9:30 on the night of the September 4, that a Sound Transit staffer, Ann Snell McNeil, suggested that the agency start using the term “informal warning” to describe the warnings students received from fare fare enforcement officers that day. “[I] suggest adding reference to ‘informal warning’ when talking about the education effort and that the informal warning might have been mistaken for a formal warning [by riders]….since the same steps were taken by the FOE (ie, photographing the ID which could result in the perception by students of being entered into our tracking system),” McNeil wrote. The term elicited a confused response from Office of Equal Employment Opportunity director Jackie Martinez-Vasquez, who responded, “As I stated earlier, this is the first time I [have] hear[d] of this term/process.” Continue reading “Sound Transit Emails Show Agency Scrambling to Spin September Fare Enforcement Controversy”

Confirming the Chamber’s Colossal Loss, the “Innovative Affordable Portal” That Suggested Low-Income Bus Passes for My Nonexistent Kids, and More

1. Seattle council member-elect Alex Pedersen, whose campaign received about $70,000 in independent backing from the Seattle Metro Chamber’s Civic Alliance for a Sound Economy PAC, has reportedly made his first hire—neighborhood activist and longtime anti-density crusader Toby Thaler. Thaler, a fixture on the Fremont Neighborhood Council, was a leader of SCALE, a group that spent two years appealing the Mandatory Housing Affordability on the grounds that increased density in the city’s urban villages would destroy neighborhood character, trample the neighborhood plans of the ’90s, and harm the environment.

Thaler has also argued against density on the grounds that development only benefits wealthy interests. Neither Thaler nor Pedersen returned emails seeking confirmation and comment.

The hire confirms the sheer magnitude of CASE’s defeat in the November 5 election. Not only did all but one other Chamber-backed candidate lose to a more progressive opponent (Debora Juarez, an incumbent whose opponent was a firebrand conservative, was the highly unusual exception), the one winner they backed, Pedersen, is more likely to align with the dread socialist Sawant on anti-development measures like impact fees than to vote the Chamber’s interests.

Pedersen is also opposed to the downtown streetcar, which CASE supports, referred to the Housing Affordability and Livability Agenda as a “backroom deal for real estate developer upzones,” and opposed the most recent Sound Transit ballot measure on the grounds that the “biggest businesses” should pay their “fair share.” Sound familiar?

2. Mayor Jenny Durkan’s office sent out a press release Thursday touting a new “Affordable Seattle” portal that will “Help Residents Easily Determine If They Qualify for City of Seattle Discount Programs.” (Believe it or not, that’s less wordy than a typical Durkan press release subject line). The portal, which replaces a website Durkan rolled out in 2018 in at the same URL, is the first project to come out of the mayor’s much-touted Innovation Advisory Council, a group of local tech leaders brought together the summer before last to suggest tech- and data-based approaches to addressing problems such as homelessness and traffic.

I went to the portal (created by Expedia), plugged in my income (above the qualifying income for any assistance programs other than homeownership help), my household size (one) and a Southeast Seattle ZIP code and pressed the button marked “find services.”

My children can’t take advantage of free bus fare because they don’t exist. I’m not low-income and I don’t own a car, so I don’t qualify for the low-income RPZ program, which isn’t available where I live anyway. And even if I did qualify for Comcast’s low-income discount (I don’t), the company doesn’t serve the ZIP code that I provided at the beginning of my search.

The next page, titled “Your Program Eligibility,” suggested I might be interested in four programs: A low-income restricted parking zone permit for my car; college assistance for the graduating high-school seniors in my household; a low-income Internet assistance program from Comcast; and the ORCA Opportunity program, which is open to middle- and high-school students as well as certain public housing residents. When I entered an income of $120,000 a year, I got the same results.

As a household of one, my children can’t take advantage of free bus fare because they don’t exist. I’m not low-income and I don’t own a car, so I don’t qualify for the low-income RPZ program. If I had qualified, additional links provided on internal pages inside the portal (one of which is broken) would have reminded me that the permits are limited to specific areas, and that my neighborhood is not among them. And even if I did qualify for Comcast’s low-income discount (I don’t), the company doesn’t serve the ZIP code that I provided at the beginning of my search.

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I asked mayoral spokeswoman Kamaria Hightower why this portal—the very first deliverable from the IAC since it was announced to great fanfare well over a year ago—produced such unhelpful results.

Hightower says the system is programmed to tell everyone about all four of the programs recommended to me on the grounds that they might be eligible, and that it’s up to users to then follow the links to read more about the eligibility requirements for each individual program. Put a different way, it sounds like Expedia didn’t include income-based exclusions from certain programs, didn’t account for people who live alone (about 40 percent of all Seattle residents, as of the most recent American Community Survey), and didn’t bother linking services to the ZIP codes, much less street addresses, where they are actually available. They also don’t ask if users own a car, although several of the potential benefits are linked to car ownership. Continue reading “Confirming the Chamber’s Colossal Loss, the “Innovative Affordable Portal” That Suggested Low-Income Bus Passes for My Nonexistent Kids, and More”

Georgetown Sobering Center Canceled, Sound Transit’s Tone-Deaf Fare Enforcement Tweet, and Seattle Times Loses Another African American Writer

In keeping with how quickly news piles up the moment after Labor Day ends, here are a few quick-hit items—in two parts!—from City Hall and beyond.

Round 2, non-City Hall edition:

1. An overnight sobering center, which was supposed to relocate from downtown Seattle to the Georgetown neighborhood this summer, will not open as planned. Neighborhood residents filed a lawsuit to stop the center in June, alleging that the city had filed to do an environmental review of the site or consider impacts on the small neighborhood before approving a permit for Community Psychiatric Clinic to purchase the site. (CPC planned to run the center through a contract with King County).

“Aspects of the Georgetown Neighborhood that make it especially unsuitable for the new facility include lack of supportive services and public transportation, a burgeoning homeless and RV population, pollution, and a proliferation of bars and entertainment venue,” the lawsuit said.

Since then, CPC has merged with Sound, another local mental health-care provider, and withdrawn plans to build the sobering center on the site. Currently, King County has not identified a new location for the center, which was designed to take pressure off local emergency rooms and serve as a place for people experiencing homelessness to sober up under supervision in case any medical emergencies do arise.

2. Sound Transit’s social media manager blew up local Twitter today when the agency’s official account responded to a tweet by local activist and teacher Jesse Hagopian about fare enforcement officers hassling students on the first day of school.

Sound Transit responded in probably the worst way possible, by responding that if the kids in the photo are “like my kids,” the fare enforcement officers probably “gave them a one-day paper ORCA card that covers today. It’s good to remind folks how the system works. And officers have discretion to issue warnings instead of fines.”

This tone-deaf response set off a firestorm of criticism that had Sound Transit listed as the top trending topic on local Twitter for most of the day. Among other things, people pointed out that the author’s kids probably aren’t “like” the kids in the photo, in that they’re probably white kids who are far less likely (statistically speaking) to be hassled by fare enforcement officers. An audit last year found that King County Metro’s fare enforcement policies disproportionately impacted low-income people and people of color, and that most people who failed to pay fare did so because they couldn’t afford the fare.

At the time, Sound Transit board members raised concerns about Sound Transit’s more punitive approach, which can result in a criminal record, but the agency defended the practice. Board member Claudia Balducci, who represents Bellevue on the King County Council, says, “I really think kids riding our trains and taking our buses are the future riders of the system, and we should be doing everything possible to make them into future riders. .. What the audit says is that we should focus on making it possible for people to ride… and that’s not what’s happening.”

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3. Marcus Harrison Green, the founder of the South Seattle Emerald who was hired as a South King County reporter for the Seattle Times last year, has left the Times. He is the third African American writer (along with former homelessness reporter Vernal Coleman, who left for a job in Boston, and former columnist Tyrone Beeson, who took a position in LA) to leave the Times editorial department in the last year. The Times has historically had trouble retaining African American writers (and people of color in general—two other staffers of color, Mohammed Kloub and Jennifer Luxton, also left this year).

Earlier this year, white columnist Nicole Brodeur was demoted to general-assignment reporter after asking a black woman who was interviewing her for a school assignment if she could touch her hair; the incident came after Broduer wrote several racially insensitive columns, including one suggesting that African American parents should stop letting their kids “run[…] wild” and another saying Columbia City had been a dangerous “pass-through” zone until white businesses moved in.

 

The Shoreline Rule

Last Wednesday, I gave up.

I paid a $124 fine for a ticket I did not believe I deserved, a ticket from a Sound Transit fare enforcement officer who at first told me I would only receive a warning, after fully intending to challenge the ticket in court.

What changed my mind? In the end, I just couldn’t stomach the Shoreline Rule, which says that, in order to challenge a ticket from Sound Transit or King County Metro, no matter where that ticket was issued, you have to travel all the way to King County District Court in Shoreline. If you live in Shoreline or far north Seattle, bully for you. If you have a car, more power. But if you’re transit-dependent like I am, and live in any other part of the county (I’m in Southeast Seattle, which is hardly the hinterlands), your only option is to get a ride from a friend (good luck doing that on a weekday at 10am), or take the bus.

Don’t blame the county or Sound Transit. Both agencies told me they have nothing to do with the Shoreline Rule. Blame, instead, King County District Court Presiding Judge Donna Tucker, who signs the General Administration Orders (most recently in March of this year) directing where various case types are adjudicated, and whether the court can hear challenges in more than one location.

Read the rest of this post at Seattle Transit Blog.