Seattle Monorail Project
Template:Short description Template:Use mdy dates The Seattle Monorail Project was a proposed five-line monorail system to be constructed in Seattle, Washington, US, as an extension of the existing Seattle Center Monorail. The Template:Convert, 17 station Green Line running from Ballard to West Seattle via Seattle Center would have been the first of the five lines to be built.<ref>Template:Cite news</ref>
From 1997 to 2005 the monorail project was a highly contentious political issue in the Seattle area. In November 2005, following the fifth voter initiative on the monorail in eight years, the monorail authority agreed to dissolve itself<ref>Template:Cite news</ref> after having spent $124.7 million in taxpayer funds without beginning any monorail construction.
HistoryEdit
Initiative 41 and ETCEdit
The effort to extend the monorail began in 1997 with Initiative 41, passed by a 53%–47% vote by Seattle citizens.<ref>Template:Cite news</ref> The initiative proposed a Template:Convert X-shaped monorail system extending the Template:Convert line constructed for the 1962 Seattle World's Fair. The system's construction and operation was to be carried out by a new agency, the Elevated Transportation Corporation (ETC), using private funding.
The ETC quickly determined that private entrepreneurs could not build a monorail system without public financial support, leading to a second monorail referendum placed before voters as Initiative 53 in 2000, which would allow the ETC to spend $6 million for additional studies to determine an improved monorail plan with full cost estimates and a funding package to pay for construction.<ref>Template:Cite news</ref> I-53 passed 56% to 44%<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> in 2000.
Five-line planEdit
By 2002, the ETC had developed the five-line system plan that came to be called the Seattle Monorail Project. This proposal was put before the voters as Citizens Petition #1 in November 2002 which would propose to dissolve the ETC, create a new monorail agency, construct the Green Line as the first part of the system, and enact an annual 1.4% motor-vehicle excise tax (MVET) on Seattle vehicles to fund the project.
The 2002 petition drew opposition from former mayors Wes Uhlman and Charles Royer. Other opponents criticized the proposal for not attracting new riders, instead drawing them from existing King County Metro buses, as well as the obstruction of views along the corridor.<ref>Template:Cite news</ref> The proposed elevated line with Template:Convert deep concrete beams on Second Avenue in downtown would create a "wall" through the urban core; other critics proposed moving the corridor to the Interstate 5 corridor.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Reflecting the increased opposition, Citizens Petition #1 narrowly passed in November 2002 by just 877 votes, 50.2% to 49.7%.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> With the passage of CP-1, construction was scheduled to begin in autumn 2005, and be completed in 2009.
Just two years later in November 2004, a recall initiative, I-83, was put on the ballot seeking to halt the project by forcing the city to deny the monorail agency the right to use the air space above public city streets. This fourth initiative in seven years proved unpopular with Seattle voters however, and lost 64% to 36%.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Financial issuesEdit
The tax to fund the project began effective June 2003,<ref>Template:Cite news</ref> and was levied annually on each car registered in the city based on the MSRP of the vehicle and a fixed depreciation table.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2005, the average monorail tax per vehicle was $130 annually.<ref>Template:Cite news</ref>
The project soon fell under intense public scrutiny, as actual revenue from the motor vehicle excise tax came in 30% under projections while projected costs rose by 10%. To bridge the shortfall, the SMP initially proposed extending the tax and bond repayments over a 50-year time horizon, resulting in nearly $9 billion in interest paid on the $2 billion construction cost. The plan to extend the tax proved highly controversial<ref>Template:Cite news</ref> and five days later the SMP withdrew its financial plan and the director and board chairman resigned under pressure.<ref>Template:Cite news</ref>
Loss of city support and closureEdit
Seattle Mayor Greg Nickels gave the board an ultimatum to create a new financial plan or lose city support for the project. A new plan was not developed, and on September 16, 2005, Nickels withdrew city support for the project.<ref>Template:Cite news</ref> While the city of Seattle could not officially stop the project, it could withhold permission to build on or above city land, as had been proposed under I-83 a year earlier. Nickels also called on the Seattle Monorail Project to put a measure on the November 2005 ballot to determine whether or not to continue with the project, marking the fifth time Seattleites would vote on the issue. This measure shortened the initial phase of the Green Line to Template:Convert with the remaining Template:Convert to be added later, and the SMP said it would dissolve itself if the measure failed.
Proposition 1 was defeated, 65% to 35%,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and in response the SMP reduced staff, terminated the annual motor vehicle excise tax on Seattle vehicles effective June 30, 2006 (three years after it was first implemented) and began liquidating properties already purchased for the Green Line.<ref>Template:Cite news</ref>
The Seattle Monorail Authority was formally dissolved on January 17, 2008, after liquidating all of its assets, repaying its debts, and transferring its remaining $425,963.07 to the King County Metro system. The monorail project ultimately cost Seattle taxpayers $124.7 million.<ref>Template:Cite news</ref>
DesignEdit
The plan, as proposed by CP-1 (2002) proposed five distinct corridors based on the Intermediate Capacity Transit Study and prioritized the Green Line, a north–south route on the west side of the city, as the first of the five to be built. The other four lines included two additional north–south routes, in the center (Blue) and east (Gold) sides of the city, and two east-west connectors, one just north of the Lake Washington Ship Canal (Purple) and the other near the southern city limits (Red). Two future extensions were proposed to the Green Line, one each on the north and south ends.<ref name=SPMP-2002/>
By 2004, more formal Second Phase plans were developed; the Blue line was cut back and did not cross the Duwamish, but the Red line was extended west to meet a new branch of the Blue line running south from Delridge. In addition, an alternative central north–south Rainbow corridor was added, running from downtown to the University District and continuing on to Northgate and Lake City, approximately following the route of I-5.<ref name=2P-map/>
The agency considered using a proof-of-payment system for fares similar to the SkyTrain in Vancouver.<ref>Template:Cite news</ref>
Green LineEdit
The proposed Green Line ran mostly north-south from Ballard through Magnolia, Queen Anne, Seattle Center, Downtown, Pioneer Square, Chinatown-International District, then turned west and terminated into West Seattle.<ref>Template:Cite report</ref><ref name=GreenLine>Template:Cite report</ref>
| District | Station | Alignment | Location | Notes |
|---|---|---|---|---|
| Ballard | Crown Hill | single-beam | SW corner of NW 85th St & 15th Ave NW | Northern terminus; switch south of station for a storage tail track |
| NW 65th St | SW corner of NW 65th St & 15th Ave NW | Switches north and south of station for dual-beam guideway through station | ||
| NW Market St | dual-beam (iris/vertical) | NW corner of NW Market St & 15th Ave NW | Switch north of station for dual-beam guideway through station and further south | |
| Ballard Crossing | Template:Cvt W of Ballard Bridge | Monorail-only high-level bridge providing Template:Cvt minimum vertical clearance for ship traffic | ||
| Interbay | Dravus | dual-beam (horizontal) | Between 15th & 16th Ave NW, West Barrett and West Dravus St | |
| (Operations Center) | West of 15th Ave W, north of W Armory Way | Approximately Template:Cvt site for operations & maintenance | ||
| Blaine | West of 15th Ave W, south of W Blaine St | Future infill station; potential connection to Sounder commuter rail service | ||
| Elliott/Mercer | East of Elliott Ave W, between W Mercer St & 6th Ave W | |||
| Seattle Center / Queen Anne / Belltown | Seattle Center/ Queen Anne |
NW corner of KeyArena, E of First Ave N | Serving events at KeyArena and Seattle Center | |
| Seattle Center/ Fifth & Broad |
Fifth Ave N, between John and Broad St | Includes switches to facilitate short-turn service between stadiums and downtown Seattle | ||
| Bell St | dual-beam (iris/vertical) | West of Fifth Ave, S of Bell St | ||
| Downtown / Pioneer Square | Fifth & Stewart St | dual-beam (iris/vertical at stations, horizontal between stations) | NW corner of Fifth Ave & Stewart St | Connection to Downtown Seattle Transit Tunnel |
| Pike Place Market | W of Second Ave, between Pine and Pike St | Serving Pike Place Market | ||
| Madison | W of Second Ave, between Madison and Spring St | Connection to Colman Dock ferry terminal | ||
| Yesler | W of Second Ave, at Yesler Way | |||
| Pioneer Square / Chinatown–International District / SoDo | King/Weller | dual-beam (horizontal) | S of the South Weller Street Pedestrian Bridge | Serving Pioneer Square / Chinatown–International District neighborhoods and event crowds at the Washington State Convention Center and Safeco Field |
| Safeco Field | E of Safeco Field | On WSDOT property | ||
| Lander | single-beam | NE corner of First Ave S & S Lander St | Switches north and south of station for dual-beam guideway through station | |
| Duwamish Crossing | Above center median of West Seattle Bridge | Flanked by switches on the east and west to transition to dual-beam guideway | ||
| West Seattle | Delridge | dual-beam (horizontal) | NE corner of steel plant site | |
| Avalon | West of 35th Ave SW near SW Oregon St | |||
| Alaska Junction | dual-beam (vertical) | West of 42nd Ave SW between SW Alaska & SW Edmunds St | ||
| Morgan Junction | single-beam | West of California Ave SW between SW Eddy St & SW Beveridge Pl | Southern terminus; switch north of station for tail track storage | |
Planned expansionEdit
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Future extensions on the Green Line could have taken it east (from the north terminus at Crown Hill) to Northgate and south (from the south terminus at Morgan Junction) to the Vashon Island Ferry Terminal.<ref name=SPMP-2002/> These were later designated the Pink North and South Corridors, approximately Template:Cvt, respectively.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Additional planned lines included:<ref name=SPMP-2002>Template:Cite report</ref>
- Gold: north–south, connecting Lake City, UW, Capitol Hill, Chinatown-International District, and Downtown. Multiple alignments and phases were studied.<ref>Template:Cite report</ref>
- Alternative 1: 2nd & Madison to Montlake, Template:Cvt
- Alternative 2: Chinatown–ID to Broadway & Roy, Template:Cvt
- Alternative 3: Chinatown–ID to 23rd & Madison, Template:Cvt
- Alternative 3A: Chinatown–ID to U-Village, Template:Cvt
- Alternative 4: Chinatown–ID to Rainier, Template:Cvt
- Alternative 5: Rainier Valley Center to Lake City, Template:Cvt
- Alternative 5A: Rainier Valley Center to U-Village, Template:Cvt
- Purple: east–west, connecting Shilshole and Magnuson Park<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- Purple Segment 1: Ballard to Children's Hospital, Template:Cvt
- Purple Segment 2: Children's Hospital to Sandpoint, Template:Cvt
- Blue: north–south, connecting Greenwood, Fremont, Downtown, SODO, South Park, and Georgetown
- Blue North: Bitter Lake to downtown via Aurora<ref>Template:Cite report</ref>
- Blue South (4th): South Park to downtown<ref>Template:Cite report</ref>
- Blue South (Delridge): Westwood/Highland Park to Delridge (Green Line station)<ref>Template:Cite report</ref>
- Red: east–west, connecting South Park and the Rainier Valley (outside Seattle city limits; preliminary work only)<ref name=2P-map>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- Rainbow: north–south, connecting downtown to the University District, with two potential extensions continuing on toward the north:<ref>Template:Cite report</ref>
- Extension 1: U-District to Northgate
- Extension 2: U-District to Lake City
See alsoEdit
- Seattle Streetcar – a project whose first line was built during the time when the monorail would have been built
- Link light rail – a light rapid transit project executed by Sound Transit in the Seattle area. The first line in Seattle, Central Link, began service in 2009, with expansion to the University of Washington completed in 2016.
ReferencesEdit
External linksEdit
- Website commemorating the defunct Seattle monorail project.
- {{#invoke:citation/CS1|citation
|CitationClass=web }}