Costs have risen while stations have been reduced

by Emory Bundy

The current 14 miles is triple the cost that was estimated in 1996, about $960 million vs. $2.9 billion (all $YOE). What is less appreciated is that, while costs have skyrocketed, Sound Transit has eliminated or deferred stations, in order to save money. The 14 miles will have but 11 stations, and four of them are existing stations, already built and largely paid for, in downtown Seattle, within one mile of each other. The remaining 13 miles will be served by but seven stations, scarcely one station per two miles of track. Since 1996, when the cost for the 14 miles was to be less than $1 billion, three promised stations have been eliminated (Convention Place, Graham Street, and South 144th), and two have been deferred (Royal Brougham and Boeing Access Road).

Costs have tripled, while the number of stations has been reduced by nearly one-third.

In 1999, people of the Rainier Valley were told that the line would be non-grade-separated, which directly contradicted what they expected, and the unwavering conclusion of the regional rail project's 1993 EIS. That is the point at which sentiment in the valley turned from support to opposition. The project as now designed will cause--is causing--grievous harm to that largely minority, low-income, immigrant community. The reason given for a non-grade-separated system was, tunneling would cost $400 million more, and Sound Transit couldn't afford it. The question is, since in 1999 Sound Transit couldn't afford an additional $400 million in order to do the project right, why is it that now, it's added nearly $2 billion to the cost, and is prepared to do the project wrong?