TimestampCandidate NameEmail Address1. What is your transportation vision for the City of Seattle in 20 years? 50 years? 2. What will you do to make this vision happen in the next term? What would you seek from our Federal, State, and Regional partners to realize that vision? 3. What is the greatest threat to Seattle’s transit system, and what will you do to address it?4. Do you support Seattle Subway’s vision map for the future of light rail in the greater Seattle region?Explanation (optional)5. Will you update the Seattle Transit Master Plan to codify a citywide exclusive-right-of-way light rail plan by the end of 2022?Explanation (optional)6. In 2023 before the ST3 Environmental Impact Statement is finalized, will you work with Sound Transit to ensure ST3 is built with future expansion in mind, including adding physical features to the new downtown light rail tunnel that allow for future expansion (Y junctions, wider platforms, etc.)? Explanation (optional)7. If elected, will you use your office to lobby the state legislature to give Seattle the power to fund more light rail by itself? Explanation (optional)8. Do you support the expedited construction of Link light rail stations at Graham St & 130th St?Explanation (optional)9. Do you support the Seattle Center City Connector Streetcar?Explanation (optional)10. What will you do to ensure transit improvements are implemented equitably across the city?11. What will you do to protect and expand transit funding in light of the recession induced by COVID-19 and the fall in transit revenues? 12. Should there be any single family zoning in Seattle?Explanation (optional)13. It is important for our city to promote market rate residential development?Explanation (optional)14. Do you support putting some resources into reducing fares instead of adding service? Explanation (optional)15. Are bus capital improvements for speed and reliability higher priority than adding service hours?Explanation (optional)16. Should bus service be tied to zoning changes? (yes/no with option to explain)Explanation (optional)
6/7/2021 12:00:16Bobby TuckerMR.BOBBY.J34@GMAIL.COMMy vision is to make sure all Seattleites will have accessible transportation to all neighborhoods to get back and forth to school, work, grocery stores and recreations. What I will seek is equality and equal service for all neighborhoods 2 From our Federal and State and Regional partners to realize the vision is as we look in the past by leavening out one community effects all communities in the long runOne of the threats are Seattle cancel routs from North Seattle to the U-District, onto Eastlake. We use to be able to take a single bus from the North to downtown now we have to take two. If a system is already working why brake it? What I would do is bring back what works better for the community bus.YesThe better our light rail system is, the less people will drive their cars.YesSeattleites need to know what's going on.YesIt's always good to work with others because when you don't a community could be left out if you don't have a seat at the table.YesBut not right away because we need to prioritize our homeless situation, get people housed and working to help themselves.NoI have to do some investigation on it before I say yesNoNot right now I have to investigate it moreThis is where problems comes because of all being treated equal. What I will do is fight for equitable improvement is across the city.Work with city council and other government officials to protect the expansion of transit funding YesIn some cases that's prevent people from becoming homelessNoBecause everyone can't afford market rete rent. This is part of the homeless problem now, and why we need subsidize housing NoI have to investigate that more YesThe community seem to be speaking out about the buss service and no-show sometimes
6/29/2021 20:34:11Andrew Grant Houstonkelsey@agh4sea.comMy transportation vision for Seattle is pretty straightforward. In the next 20 years, we should expand transit so that every Seattleite is within a mile of a light-rail station and within a quarter mile of a bus stop that has service that is more frequent than every 15-minutes for a majority of the day. We also need to expand bus-only lanes so they cover 100% of routes (ensuring reliability) as well as build out a clear network of fully-protected bike lanes. In 20 years, we should also have eliminated any missing sections of sidewalk infrastructure. The 50 year vision is answered by our vision statement on transportation, which includes all Seattleites being able to safely get to work and meet all their needs each day without a car; public transit that is free, fast, frequent, and reliable; and Seattleites are able to access nature without need for a car year-round.First thing we will do is restore Seattle’s bus service to pre-COVID levels by putting busses on the ballot in 2022, so that we can work with our County partners to pass a major bus initiative in 2023 or 2024 that would realize the Metro Connects plan by 2030 while also eliminating fares for the entire system. We also are focused on creating a multimodal master plan that will focus on the movement of people throughout the city, with an emphasis on local accessibility and complete networks for buses and bikes. We will also retake the right-of-way and de-emphasize personal car use through elimination of parking spaces. I would be fighting hard at the State and Federal level to fund our major infrastructure projects, including necessary replacements for the Ballard, Magnolia, and West Seattle Bridges. But most importantly, federal funding is needed to speed up the execution of light rail projects across the region.The single greatest threat to our transit system is non-stable funding. I will work to both develop new progressive forms of revenue that funds all types of transit, and push for SoundTransit’s state funding to move away from its reliance on car tabs.YesYesYesYesYesI've advocated for this, and for it to be built at the same time as the rest of the line, with Share The Cities before the pandemic began.YesTwo of my policies will help ensure this: Expanding non-English access to City resources and returning to neighborhood plans. With the latter, the focus would be to create a continually-forward thinking plan for each neighborhood, including transit. We have the data already that show which neighborhoods are currently inequitable, so it’s a matter of prioritizing those desires and plans.Outside of lobbying for more funding at the state and federal levels, there is currently a bill in Olympia that would expand the authority for property tax to be increased by up to 3% each year instead of just 1%. I believe we could use these new funds to provide reliable transit service.NoYesAlongside holistic policies like removing exclusionary zoning, displacement mitigation, renter's protections, rent control, and public affordable housing as wellNoGiven our specific role as a city within two larger systems (KC Metro as a countywide system and SoundTransit as a regional system), I will prioritize putting local resources into service expansion while working with our regional partners to find funding to reduce fares across the board. YesWhen we improve the speed and reliability of our current buses, not only do we improve the confidence that riders have in the service, but doing so means we actually save hours that we can then reallocate.
7/1/2021 7:44:00Lance Randalllance@lancerandall2021.comTransportation is essential to Seattle’s economic growth and the revitalization of its downtown. In the near term, our economic recovery requires a well-maintained and fully functioning infrastructure is necessary for efficient and safe mobility in Seattle. This mobility includes automobiles, trucks for freight and delivery, public transit, light rail, bicycles, and pedestrians. An excellently maintained and safe transportation sector enhances Seattle’s economy and constitutes an effective the nexus for First Responder access, Fire Department access, Human Services access, and Police access to ensure public safety. In the long-term, we must create a system that promotes accessibility, reliability, and sustainability. This system will connect Seattle’s urban villages and suburbs through expanded bus, light rail, and bike-lane options. This includes supporting ST3 to ensure public and rapid access across the Seattle region and taking cars off the road. Delivering on my vision above requires the following actions: ● Invest in the new infrastructure require to support Seattle’s promising future. We will take the opportunity to use new infrastructure projects to focus on the safety of our residents and further cement Seattle’s climate leadership, including: ○ Assess the four options identified in the Magnolia Bridge Planning Study, and be prepared to develop funding to build the identified option. ○ Identify leadership opportunities locally, regionally, and nationally and ascertain potential funding sources for the infrastructure in Seattle’s Clean Transportation Electrification Blueprint. ○ Upgrade our traffic movement, signal, and crosswalk technology to improve safety. This will include technological options to reduce the number of vehicles that run through traffic signals’ red lights and sound alerts at crosswalks to assist the blind and those who are otherwise occupied. ● Review the transportation priorities that have been identified as a result of the 2015 “Levy to Move Seattle,” that provided $930 million, and the November 2020 Transportation Plan. We will use this review to adjust priorities based upon anticipated funding changes due to COVID-19’s impact on tax revenue and the City’s needs, if necessary. This will include a benefit versus cost analysis of all transportation projects to evaluate our priorities: ○ Provide accountable oversight in the rehabilitation of the bridges and roads that have been planned within the “Levy to Move Seattle.” ○ Review the Bicycle Master Plan to determine the necessary funding for access and safety. ○ Ensure that the West Seattle Bridge repair project is effectively and efficiently managed to be structurally sound, safe, and within budget. ● Identify the funding to repair and maintain not only the West Seattle and Magnolia bridges, but also our drawbridges, pedestrian and bicycle bridges, roads, and sidewalks: ○ Review current plans and priorities for repairing and maintaining roads to ensure safety of all users. ○ Develop a process to determine and provide the repair and maintenance needed on the city’s 100+ bridges. ○ Determine the necessary options to increase crosswalk safety and reduce the number of pedestrians that are injured and/or killed each year.Seattle’s greatest threat is unstable funding to finance both the repairs necessary and the future investments needed, such as ST3. I will continue working with our Federal Representatives, such as Rep Pramila Jayapal, to maintain funding she has obtained for our bridges and work with our state representatives to identify methods to fund ST3 not tied to the political winds in Olympia. YesYesYesYesYesNoWe have other transportation needs the need to addressed first such as the West Seattle and Magnolia bridges.I believe that community input early leads to policies responsive to the diverse needs of our residents. As we determine transit improvements, I plan to bring in community leaders to advise on how to prioritize transit improvements that improve accessibility and reliability for our underserved and lower-income communities. This will be a component of my community-based approach to all policy areas, where I plan to build relationships with our neighborhoods by regularly engaging with our community and soliciting their input on committees and working groups. As the incoming mayor, I will not be naïve to the reality that Seattle will likely face COVID-induced budget shortfalls and a small business economy suffering from a lack of economic activity. I anticipate the need to review and adjust priorities based upon anticipated funding changes due to COVID-19’s impact on tax revenue and the City’s needs. As such, my first priority will be to identify state and federal funding available for protecting transit or partner with corporations or philanthropic organizations to support this effort. YesI will organize a group of industry and neighborhood leaders with city staff to prioritize the creation of a diversity of rental and for sale housing options. This will include reviewing opportunities to create a staggered Residential Zoning where density limits are responsive to site conditions, land values and desired outcomes. We also need to create more flexibility within the Single-family zones, such as reducing the minimum lot size at block ends, establishing more opportunities for Land Trust models, and creating partnerships between landowners and levy funds to enable property owners to build wealth and limit displacement.NoMarket rate developers should do their own marketing of their residential developments. My focus is to identify ways to expand affordable housing and prevent the displacement of low-income and communities of color. YesYes
7/1/2021 11:58:13Sara Nelsonsara@saraforcitycouncil.comA walkable, interconnected city with frequent and reliable electric traction transit service. I realize that Seattle Subway is focused on grade separated transit which I strongly support. However, as you’ll read throughout my responses, Seattle has a lot of transportation infrastructure needs and not infinite resources. So you’ll be reading some candid responses with this in mind because I’m not the kind of candidate to issue value statements without paying attention to policy details regarding how a vision can be funded and implemented.First of all, I’ll advance SDOT’s Modal Integration Policy Framework to bring together the Transit, Bicycle, pedestrian, and Freight Master Plans into one modal plan to better prioritize infrastructure investments. The fact is, some of our streets aren’t wide enough to accommodate all uses and we need a more coherent approach to long-term planning. I’ll also focus the City on applying for federal and state funds to build sidewalks on frequent transit arterials, implement Link and electric bus networks (both Battery Electric Bus and Electric Trolley Bus). I’ll also work on the update of zoning, comp plan, and Move Seattle levy to improve pavement management, maintenance, sidewalks, and transit infrastructure. Work to allocate scarce arterial rights of way to improve transit flow.There are two: traffic congestion and a lack of funding; both are important. I’ll work with the neighborhoods, Mayor, and my Council colleagues to carefully allocate curb and lane space to move transit better and I’ll work with Legislature and countywide governments to obtain robust and secure transit funding.YesYes, I support the vision but it would be very costly and Seattle has many fiscal needs beyond transportation. It’s currently unfunded but if HB1304 eventually passes, Council can put it before the voters for funding.
YesYes, I would consider it. Surface alignments on MLK Jr. Way South and the SODO busway are unacceptable but again, funds will be limited.YesYes. I support future expansion and I’m a maybe on adding features to the downtown light rail tunnel. The current estimate for the second downtown tunnel is already about $1 billion above the ST3 estimate. If the ST3 fiscal crisis is not solved by then, the EIS should be expanded to consider such expansions as well as less costly alternatives. More information about revenue projections and potential federal infrastructure dollars would help the Sound Transit Board make decisions. Note that Sound Move and ST2 were also reset.YesYes. I will lobby for LRT and other transit and transportation projects and services. Seattle needs better funding options to ensure our light rail system is more robust and equitable.YesAbsolutely! I worked with former ST Boardmember Conlin as he attempted to get the infill stations funded in ST2. They are cost-effective additions to the network but it would be best if the NE 130th Street station could be constructed simultaneously with Lynnwood Link. To help pedestrian access, the NE 130th Street station should be amended to provide a grade separated pedestrian crossing of NE 130th Street.YesTo maximize both lines, they should be connected and there’s already a significant sunk cost in the work already done. But The Kubly SDOT plan was weak (see TMP definition) and not funded. The CBD has a robust local bus and Link network and SDOT and Metro could provide the CBD circulation with already funded local service. The capital, rights of way, and service subsidy could be used for other priorities like service hours outside downtown Seattle where waits for transit are longer. Still, for the reasons I stated at the beginning, I say yes.Both capital and service hours are scarce and they have to be used carefully and cost-effectively by considering housing and transit service simultaneously. SDOT and Metro have demographic data on low income households, essential workers, and historically underserved populations. Fortunately, if SDOT and Metro target capital and service on those households, it will attract more ridership. I’ll work to ensure that SDOT and Metro take note of equity areas, SHA projects, schools, and major health care institutions when planning transit improvements. In addition, there are concentrations of such riders at the VAMC and Lighthouse for the Blind that should have better service.Seattle voters just approved an increase in property taxes to buy more service hours on routes serving low-income areas in Seattle. I’m concerned about committing to an additional property tax increase because that drives displacement of low-income and fixed-income people -- so this is an equity issue. It’s too early to determine post-covid demand on routes originating elsewhere in the city so I’ll need to see the data before supporting another increase. Ideally, other King County cities would increase funding for Metro service on routes into Seattle.

If we’re concerned about the fall in transit revenues, it should be noted that free transit will wipe out fare-box revenues. This policy direction is wrong-headed because it would give the affluent a free ride and also let businesses off the hook for subsidizing their employees’ Orca cards. Why would progressive organizations want to do that? There are better ways of making transit more accessible to low-income riders than making transit free for everyone.
NoThere isn’t any single-family zoning now. The ADU legislation already adopted has already increased allowable housing on every lot up to three. We could adopt Portand’s Residential Infill Project which allows for 4 units per lot and up to six if two of the units are designated affordable housing. And I’m all for duplexes on every corner and other forms of residential infill. I also support upzoning single-family land served by frequent transit to low-rise. YesI don’t know exactly what is meant by “promote” but we are obligated to focus new growth within our urban boundary to reduce sprawl and we need more housing, period. We won’t be able to subsidize our way out of our affordability crisis and more market rate housing allows for the movement of people in existing “naturally” affordable homes to “move up,” so to speak, and free up those homes for people who cannot afford brand-new units.NoThe current programs of Metro and the STBD are adequate; they are already being expanded. Service frequency is more important. The reduced ORCA should be means tested. We should like that businesses subsidize the ORCA passes. Seattle should mail ORCA to all Seattle households. I would work to add a volume discount to the e-purse trips taken via ORCA.YesIt’s unfortunate that a yes or no answer is obligatory because BOTH ARE IMPORTANT. Frequency is the most important margin and frequency can be improved if buses are sped up enough. Seattle helps decide how fast buses move through traffic. SDOT and Metro could be more careful with route spacing; some routes are too close together and the network would be stronger with a bit more walking and less waiting. Two examples: Mapleleaf and East Green Lake. If SDOT made 1st Avenue a bus priority arterial, it could carry 30 to 40 trips per hour per direction rather than only 12 trips per hour per direction by the CCC Streetcar.
7/2/2021 16:15:50Jessyn Farrellinfo@jessynformayor.comFor far too long, Seattle has played catch-up on transportation instead of leading the way. We need a transportation system that provides people with equitable, safe, reliable, affordable and climate-friendly travel choices. Whether it be by foot, transit, bike, or car, we should spend less time traveling and more time where we want to be. While in recent years Seattle has successfully reduced single-occupancy vehicle travel, we can do better. We will connect communities to each other and to more educational and employment opportunities with clean, reliable and convenient buses and trains, and safe walking, biking, and rolling options. This starts with integrating transportation and land-use, recognizing the best and most sustainable transportation system is one where you live close to where you need to go. A world class city with a high quality of life requires a safe and equitable transportation system. A robust array of sustainable choices is a hallmark of such a system. As mayor, I intend for Seattle to be that world class city—that is world class no matter your age, ability, or mobility needs. We can’t afford to wait 20 or 50 years to make this happen; the hour is late on the climate crisis and overhauling our transportation system to get people out of their cars is critical to getting to net-zero emissions by 2030.My full plan to achieve my vision for a safe and sustainable transit system (available at calls for equitable investments in transit infrastructure guided by the communities left behind by our current system, prioritizing designs that build safety into our transportation systems, and ensuring our transportation system is truly accessible to every person in Seattle. I’ve also called for fare-free transit across the city, and would build on my track record of delivering billions for transit expansion to secure funding from our regional, state, and federal partners to make that a reality.The greatest threat to Seattle’s transit system is the drive to resort to austerity budgets in the wake of the economic fallout of this pandemic. We know that’s an outdated way of thinking, and we should be investing in working families to grow our way out of this crisis instead -- including by making transit fare-free. Those investments will certainly require new progressive revenue, because as I’ve written before (, depriving an already crippled economy won’t save us.YesYesYesYesYesYesIn the history of our cities, including Seattle, transportation equity and racial equity are inextricably tied. Transportation has been used as a tool to both create and support inequality. The Federal and local government build highways by destroying Black neighborhoods. Highways were also used as a way to segregate Black Americans from white Americans. Buses themselves were sites of segregation. Rosa Parks’ famous refusal to accept that injustice served as a pivotal moment for the Civil Rights movement, demonstrating that public transportation also presents us with opportunities to address past wrongs and achieve a more equitable future.

We have yet to fully seize this opportunity. Our current commuter-centric transit network is not designed to serve the needs of the majority of low-wage workers, BIPOC communities, and people with disabilities. Transit is not affordable for many people in these communities, and even when people in these communities live near transit, they do not feel that it consistently got them to where they needed to be on time. I will ensure that everybody benefits from transit investments, in particular people from marginalized communities. Research also shows a disproportionate amount of transportation investments have been made in white neighborhoods, leaving communities of color with broken sidewalks, broken sidewalk lamps, arterials that are deadly to cross, and few options for biking and walking.

What my administration will do:

Prioritize Investments and Expansion According to Community Needs – There is a mismatch between our current transportation investments and the needs of low-wage workers, BIPOC communities, and people with disabilities. As I did when leading Pierce Transit’s effort to preserve critical transit service for marginalized communities in the face of a 30% service reduction, I will work with communities who have been neglected by City Hall to prioritize our transit investments to meet their needs. We will rely on community organizations who have the relationships with and trust of these communities to tell us where and how to best reconcile that mismatch, empowering those most in need of more reliable public transit to shape the City’s transit policy.

Institute an Equity-first Priority Policy for Transportation Investment – We will prioritize transportation investments for those communities who have been actually harmed by prior transportation investments like I-5 cutting through the International District, or those communities who have not received enough investment in the past like Southeast Seattle’s lack of bike infrastructure. Furthermore, as King County Metro is assessing how it prioritizes its routes, we need to ensure that equity is its first criteria, while recognizing productivity and geographic value as other important criteria to consider.

Build Affordable Housing around Transit Hubs – A more diverse and inclusive city is one where families of every income level are able to raise their kids and older households are able to age in place in housing that is affordable with easy access to fast, reliable transit. I’ll build the 70,000 additional affordable housing units we need across the city centered on our 54 transit hubs, with robust anti-displacement policies and programs to create alternative pathways to homeownership.

Create Affordable Alternatives to Car Ownership – Cars are often the second highest cost for many households after housing, and yet the bus or train may not work for all trips, and not everyone is able to ride a traditional bike in our hilly city. With this in mind, I will ensure everyone in Seattle has convenient and affordable access to an electric bike or scooter to make it easier to safely travel around our city without the high cost of owning a car.
Transit is the backbone of any great city. As Seattle continues to grow, we need to make sure the infrastructure is in place for the city to continue to thrive in an equitable and sustainable way. The COVID-19 pandemic has impacted everyone’s lives but it has disproportionately impacted people of color and low-income communities. Transit is a lifeline in those communities for access to work, school, family, and essential services. During the pandemic, our public transit system transported essential workers who keep our city functioning. We have a once-in-a-generation opportunity for a fresh start on transit expansion by focusing on those that need it most to provide a safe, equitable and efficient transportation system in Seattle. To support the equitable development of communities neglected by public investments from City Hall for decades, our transit system must efficiently serve needs beyond downtown-centric trips. That means collaboration with regional, state, and federal partners to ensure we’re using every available dollar from pandemic relief programs and economic stimulus to expand, rather than cut, transit service.NoYesYesYes
7/2/2021 17:06:52Nikkita Oliver (they/them pronouns)info@nikkita4niine.comMy vision for transit in Seattle is one that is green, free (or at least very low-cost), sustainable, high-capacity with high-frequency and extended hours, rapid, equitable, designed universally, and accessible. Climate justice has been a dream deferred in Seattle; and with every moment we don’t take bold action, the debt mounts and multiplies with interest. Climate is an issue that implicates every aspect of civic life, from transportation, to housing, to labor, to accessibility -- which makes the relative lack of action unacceptable. The reality is that transit -- and specifically single occupancy automobiles -- accounts for the primary source of carbon emissions in Seattle. Transportation must be made free and the city must identify funding sources for its own mass transit and buses if those funds cannot be procured at the state level. The city must implement its bike master plan and create a city where multimodal transit is not just encouraged with lip service, but manifest in our land use decisions. We must partner with organized labor to learn more about what immediate policies we can implement to aid a just transition to sustainability. And we must divest the city’s pension fund from fossil fuels. We need to become a multi-modal city that encourages all of our residents to explore all that Seattle has to offer, whether on foot, via bike, or public transit. Doing so is crucial for addressing our climate goals -- and not just by targeting car trips that are three miles or less. We know that single occupancy vehicles contribute heavily to our region’s carbon emissions. We also know that increasing numbers of workers, many of whom are BIPOC workers and their families, continue to be priced out of the city and must commute longer and longer distances. Combined with a bold housing-first vision, our transit options must be robustly funded so that we can reduce the number of single-occupancy vehicles on the road, ensure that workers can get to and from work, school, services, and amenities cost-effectively and efficiently. We also must think about our Seattle transit plans in the context of the larger region. There are those who have been economically displaced from the city as well as those who have the privilege to choose to live farther out from the city center for reasons of their own choosing. Ensuring that everyone in our region has rapid transit options to move throughout the region and into Seattle’s city center is key for building an equitable regional system and for achieving our climate goals. For these reasons we try to keep ST3 on track and focus ST4 on our densest areas. Urban subways serving dense urban areas must be a part of the future of Seattle transit. I am grateful for the ways Seattle Subway continues to lead in this area, challenging our city to prioritize high-capacity, rapid transit throughout the city for everyone. Your vision is the direction we need to be moving. Zero hour is now!Robust transit options are the mark of a mature, forward-thinking city. For too long, Seattle's funding situation with respect to bus fleets and mass transit have been dependent on externalities: state-level funding, or county-wide ballot initiatives like Forward Thrust and Sound Transit. While those measures have, in many cases, brought good results, we also saw from the citywide passage of Proposition 1 in 2014 that Seattle voters are hungry to push the pace with respect to ransit. At the same time that we lobby for county- and state-wide funding mechanisms for increased public transit, we must not be afraid to identify new funding sources at the city level. This begins with ensuring that funding sources earmarked for transit are used for this purpose, while also verifying with the City Attorney's office the legality of new revenue streams that can further expand our transit network. Additionally, buses, bike lanes, and other forms of multimodal transit play an important role in increasing ridership and promoting a "transit first" civic culture, meaning we must not lose track of policies that compliment traditional bus and train ridership. We need local authority to achieve this vision. In 2020, HB 1304 was promising legislation that would allow us to self-determine and fund our own system. We must continue to pursue this and similar legislation with our state partners and organize on the ground partners like Seattle Subway, the MASS Coalition, and the Transit Riders Union to make this a reality.The greatest threats to Seattle’s transit system are: the lack of political will to build it, exclusionary zoning because housing density and transit must go hand-in-hand, and regressive taxation. Exclusionary Zoning We are approaching our 2024 comprehensive plan. This is an opportunity to effectively end, in the least, the apartment ban, and, at most, single-family zoning in our city and equitably build housing density throughout the entire city. This will allow us to place affordable housing on all major transportation hubs making transit more accessible for all Seattlites--especially our workers and students. Progressive Revenue Generation When it comes to taxation and revenue generation, our state is one of the most regressive. This means that the City also relies upon regressive taxes to generate revenue. Ultimately, the burden of taxation is inequitably distributed. Those paying the most in taxes are also those most impacted by the lack of affordable housing. We need to tax the wealth and corporations who have benefited most from the economic boom in our region. Some of the taxes we want to explore include: Local Estate Tax Taxes on exceptionally high compensation An augmented B&O tax Raise the REET Progressive property related taxes such as speculative real estate investments, vacant or unoccupied properties, second home Housing Growth Fund (Reinstate the City’s Housing Growth Fund) The role of elected leaders is to advocate at the state-level for changes, organize in and with communities for change to our tax structure, and--when the opportunity arrives--vote for and support new progressive taxes and defend them in court where needed and effective.YesYesYesYesYesThe station has been an unkept promise. It is time to follow through.YesWe cannot thrive as a city, when our Black, Native, Brown, queer, trans, and disabled neighbors are being left behind. A rising tide may lift all boats, but we do not all have boats to catch the ride. Not to forget, a rising tide in the midst of a global climate catastrophe is a bad thing! Equity and justice for all means that your race, gender, where you were born or the work you do does not prevent you from living a whole, healthy, thriving life. Thriving means that we have the right to joy, to health, to rest, to work, to balance -- not just to getting by or surviving. We need economic, social, racial, and environmental justice, and a radical redistribution of wealth and political power to have the safer city of which we dream. This vision is especially necessary for implementing transit improvements across Seattle.

For example, the Race and Social Justice Initiative requires the RSJI toolkit be employed in assessing our work and implementation as a City. We must take seriously utilizing all tools at our reach to ensure our work is actually aligning with our vision for the City as it pertains to RSJI. In this regard, we should employ full-time staff in each applicable department -- including SDOT -- whose only role is to ensure that we are to our very best aligning with the principle and values outlined by RSJI.
This past year the COVID-19 crisis has exacerbated the pre-existing conditions of gross inequity and inequality in our communities. Therefore, when I talk about a “COVID recovery,” I am not envisioning a return to normal -- rather, I hope that we can chart a new course forward that will actually begin to address some of the systemic issues the crisis has laid bare. We have an opportunity to use the lessons we have learned from the COVID-19 crisis to build social safety nets, massive investments in housing and transit infrastructure, pass progressive taxation legislation that is permanent, and fund social services that provide supportive care, medical treatment, mental health resources, and crisis de-escalation. All of these are necessary to build up as buffers for the next crisis or recession that will come one day.NoSo long as the vast majority of its land is dedicated to preserving single family zoning, Seattle will never be the “progressive” city it says it is. The many struggles for social justice in Seattle find an obstacle in single family zoning: racial justice, economic justice, housing justice for the 22% of houseless community members in King County who identify as LGBTQIA, and especially climate justice. To be won, these struggles must intersect; a common roadblock for each is our zoning code.

We need to address the nearly 100 years of exclusionary zoning that was put in place in 1923 and the upcoming 2024 comprehensive plan is a great place for us to chart this course towards repair and reparations through housing justice.

Our current zoning pattern has created a bifurcated city. ⅔ of residential land is not accessible to all but those with the highest incomes. We need a mix of housing and residential patterns that create more opportunity for urban villages, social affordable housing, coops, community land trust, and housing for workers and the missing middle.

To address the state of emergency regarding homelessness and housing affordability, we need short-term strategies that include emergency transitional shelters such as hotels and tiny house villages and a long term strategy that prioritizes city funded social affordable housing, supportive transitional housing as well as co-oops, community land trust, and infill housing options. QT/BIPOC and low-income communities cannot be relegated to renting. Home ownership is a major part of how white families have historically built wealth through home equity and QT/BIPOC families should have opportunities to do the same.
YesThe City has, through HALA/MHA, required participation from the private market in addressing the housing crisis through either paying into the fund for affordable housing or including it in their market rate structures. Without market rate residential development HALA/MHA would not render any affordable housing in the end. While this does not mean that the City has to promote market rate residential development, the City certainly cannot preclude or discourage it based on the way we have chosen to structure HALA/MHA as one option in the toolkit for addressing the housing crisis and building more affordable units.YesWithstanding the above answer, I do not think these two things have to be mutually exclusive. Workers need both increased service, more service hours, and reduced, if not free, fares. If we were to think holistically, we need to reduce fares, add service hours, and increase speed and reliability if we want people to trust public transportation as the primary way of getting around the City (and the region generally).

One of the things the COVID-19 pandemic has taught us is that public transportation can and should be free permanently. Our transportation is woefully inaccessible for many. In addition to being costly (especially in communities with the most marginalized populations), there seems to be the least amount of access to public transportation. We must maintain Orca 4 All. Throughout the course of the COVID-19 crisis, free public transit has allowed families to free up some transportation costs for other expenses. We also need to fully divest from any form of fare enforcement. Fare enforcement does not serve as an effective deterrent and ultimately penalizes and criminalizes poverty.

We will soon renew our Move Seattle levy which is supposed to improve bus, sidewalk, and biking infrastructure. We have not delivered on our promises for the Move Seattle levy. As a City we need to account for why before asking for voters to fund the next levy, identify priority areas for increased transportation infrastructure, and employ an intersectional equity lens to ensure we are meeting the needs of our intersectional disability communities. Prioritizing an equitable, accessible, free public transit system for all should be one our city and region’s most important priorities.
YesTo the extent that there is a tradeoff between speed and reliability versus adding more service hours, we ought to prioritize speed and reliability. King County Metro’s 2017 report “Transit Speed and Reliability: Guidelines and Strategies” found that, for most riders, regular service and the time it takes to travel to one’s destination are the main incentives (or when done incorrectly, impediments) to transit ridership. The heart of a world-class transit system is predictability: transit riders can build the idea of transit as they go about their daily lives when they have confidence in the system’s reliability. While expanding service hours is an admirable and achievable goal, we must also focus on making transit more of a competitive option during crucial hours of ridership.
7/2/2021 19:54:52Lorena Gonzálezalex@lorenaforseattle.comI want Seattle and our region to consist of interconnected and equitable communities with accessible, affordable, sustainable and reliable transportation options consisting of a wide variety of modalities. We need to expand and create more reliable, efficient, and convenient alternatives to single occupancy vehicles in order to incentivize people to get out of their cars, and we should end the status quo practice of prioritizing investments in car infrastructure at the expense of transit and micro-mobility options. In addition, my plan for creating 15-minute neighborhoods will prevent the need for people to rely on cars because they will live in complete communities with easy access to all of the resources and activities they need and desire. The realities of climate change driven by our addiction to fossil fuels demand that we succeed in this work.We absolutely need the financial support, partnership and creativity of our Federal and State officials as well as our regional counterparts. In many cases we share values and goals with these other jurisdictions but lack the leadership, effectiveness and will necessary to advance this vision. I am committed to providing that type of leadership and have the experience and partnership necessary to help accomplish it. Car culture. See answers above...YesNoThere is not a "maybe" option, but I am a maybe on this. I would need to better understand this concept to know if we can effectuate it.YesYesAs a current Councilmember I signed in “in favor” during this Legislative session at Seattle Subway’s request. YesYes, but these infill stations need not be prioritized over system expansion as a whole.YesI have supported this project from the beginning. As the daughter of immigrants, a woman of color, and the first Latinx person elected citywide, I know firsthand that our transit systems are not set up with BIPOC communities in front of mind. We have to look at all policies through a racial equity lens and center the most impacted and historically underserved communities in this work. We must not lose focus of our values in a regional, connected transit system. Seattle, and every city, must be working towards a system that gets people out of their cars and onto transit as quickly as we can. This is only possible if transit IS the best option for travel or commute in meeting the needs of the millions of residents and workers within the Sound Transit, KC Metro and SDOT service regions. It will be expensive, and we have tough decisions to make with our budgets and projects, but we must work with urgency to keep people moving. This is critical as we are a growing region and because it is a necessary climate resiliency strategy. New. Progressive. Revenue.NoOur zoning should be changed to residential zoning across the city.YesYesI have advanced fare-reduction programs in the past, including one for essential workers & impacted individuals during the pandemic via the STBD renewal levy in 2020.YesEnsuring that the system is fast and reliable will incentive usage and lead to more service hours!
7/2/2021 20:14:28Colleen Echohawkcyndy@echohawkforseattle.comI envision a transportation system where every Seattleite can safely and equitably get to work, school, the grocery store, and other essential services regardless of income, job status, or place of residence. This has to be done while simultaneously reducing pollution, traffic, and preventable deaths. By making sure that everyone has abundant transportation options and continuing to advocate for progressive funding, we will improve community health to keep our communities moving. Part of my vision means building our transportation system back better by investing in a strong and connected multimodal system that is safe and accessible so no one will be stranded without a way to get around. My vision for multimodal means building a robust public transit system that is safe, affordable, and accessible, connecting sidewalks and bike networks, quickly transitioning to clean fuels and electric vehicles, and maintaining our current roads and bridges. Overall, my transportation plan focuses on (1) access, (2) connectivity, (3) safety, (4) affordability, and (5) sustainability. You can read my full transportation plan here. In 20 years, Seattle will have already executed the foundation laid by an Echohawk Administration’s Transportation Equity Assessment. Access needs will be identified and met sustainably, ranging from transit service, stops, bicycle, pedestrian, and rolling infrastructure. Increased access to safe and reliable means of transportation means being intentional about how we can improve ridership and make continual improvements through community input. Part of this involves partnerships with other municipalities, agencies, and governments to ensure there is regional connectivity, adequate funding streams, and ministerial planning processes. Access is not just about the end product and expanded services. A truly equitable transportation system must start with deep community engagement. This requires early inclusion in development of priorities and regular engagement from early concept development through project construction. The City of Seattle needs to be a partner with the community in the development and implementation of projects. Community engagement through an equity framework and regular reporting on project progress, budgets, schedules and mitigation of impacts will be a central part of an Echohawk Administration. In 50 years, I imagine a transportation system so abundant that cars would no longer be necessary, and so accessible that a rider in Rainier Valley could easily get to Wedgewood without the time and safety concerns many riders face in their commute every day. With a focus on access, and more options for transit, we can achieve Vision Zero and stop preventable traffic injuries and deaths. And by designing a transit system that is more convenient than it is to drive, we would incentivize all residents to participate. I look forward to expanding Bus Rapid Transit routes with dedicated lanes and synchronized light systems as well. Mass transportation would cease being a system used primarily by those without the income necessary to own a car. This is why in 50 years not only will our routes be widespread across the region (making it as easy to travel east to west as it is north to south), but they will be affordable to use. At Chief Seattle Club, free bus tickets are the second-most requested item from our homeless members (after meals), because transit is a lifeline. I plan to set the precedent as Mayor, expanding the very low-income fare program to ensure people experiencing homelessness and those with low incomes have the ability to get where they need to go. Everyone should have access to free or subsidized transit passes. Let’s start with funding.Transportation funding, especially for multimodal options, is currently extremely limited. We cannot imagine any progress without securing abundant funding for multimodal projects. I will work with our partners at the various levels of government to leverage the relationships I have already built throughout my career to implement our goals. With this being said, I will invest significant time into working with state legislators to direct funding to multimodal projects that expand access, safety, and affordability. I will seek true partnerships with local, federal, state, and regional partners so that we operate as a regional network. We all want the same things: reliable, equitable, and safe public transportation options. If we combine all the various resources we each have access to, we can get anything accomplished. In this partnership, we can find regional solutions and secure funding for public transit. I will prioritize our investments by where the need is greatest, identified by my Transportation Equity Assessment Plan and assessed using my People-First mobility justice lens. I know firsthand that a connected regional transit system, and so much more, can be achieved when we partner, share knowledge, and resources with each other. We cannot achieve mobility justice in silos. I will work with regional leaders to support the next regional transportation package. There are 17 new light rail stations that will open in our region in the next three years. I will work with regional partners to continue to expand bus, biking, and walking connections to these transit hubs and ensure increased equitable development of transit-oriented communities. Truly regional transportation is much easier than one may think. We already have extensive infrastructure already in place - our vast highways and roadways. This is merely about retrofitting much of this pre existing infrastructure into a system that actually works. Our streets must work for everybody, and the gaps where they do not work need to be identified and fixed in a way that makes sense for different communities. This includes replacing outdated equipment, maintaining LED lights to establish well-lit areas in and around streets, addressing seating needs, and making streets safe and welcoming through public art, design, and other strategies that are not hostile architecture (which is when the built environment is designed to restrict access to public spaces for unhoused people). These are all measures that do not require vast sums of money and time. They simply require political will, which is what my campaign has led with and will be brought into office with me. The greatest threat in Seattle’s transit system is the lack of dedicated sustainable funding for multimodal projects. Our transportation funding too often is dedicated to car infrastructure. We need to find sustainable and abundant funding sources if we want to build our transportation system back better and make serious strides in reducing our greenhouse gas emissions. We also need a better way to prioritize transportation projects to ensure our current funding advances our values. I will ensure that transit projects and implementation plans are centered in community with a holistic people-first transportation equity assessment. We need to bring community members, their lived experiences, and expertise into the conversation of transit plans so we stop wasting resources and funding on projects that our ultimate end-users do not use. When transit is designed without a People-First lens, it results in wasted investments and lack of options or modes of transportation for people to choose how they get around. Using my Transportation Equity Assessment and strong relationships with the community, we will identify and address the barriers that limit local participation and safety, while increasing ridership and decreasing the environmental impacts associated with our commutes.YesThe greatest threat in Seattle’s transit system is the lack of dedicated sustainable funding for multimodal projects. Our transportation funding too often is dedicated to car infrastructure. We need to find sustainable and abundant funding sources if we want to build our transportation system back better and make serious strides in reducing our greenhouse gas emissions.

We also need a better way to prioritize transportation projects to ensure our current funding advances our values. I will ensure that transit projects and implementation plans are centered in community with a holistic people-first transportation equity assessment. We need to bring community members, their lived experiences, and expertise into the conversation of transit plans so we stop wasting resources and funding on projects that our ultimate end-users do not use. When transit is designed without a People-First lens, it results in wasted investments and lack of options or modes of transportation for people to choose how they get around. Using my Transportation Equity Assessment and strong relationships with the community, we will identify and address the barriers that limit local participation and safety, while increasing ridership and decreasing the environmental impacts associated with our commutes.
NoWe will need to identify what is needed through the Transportation Equity Assessment and follow the results before making a commitment to codify any plan. Right-of-Way can be intrusive to communities and can get in the way of expanding transit routes. Sound Transit lost a lawsuit years ago against Bellevue residents over using eminent domain. As a result, this has slowed Sound Transit’s ability to exercise jurisdiction in building connectors that run east to west. I also think about how the light rail moves from a raised platform to the ground starting in Columbia City. This certainly impacts traffic, pedestrian, and bicycle safety in impacted neighborhoods. Rather than codifying an exclusive right-of-way in which residents have little say over these impacts, we need to involve them in the public process to create a just system that works for everyone. I want to be very clear that this idea can get skewed by NIMBYism, which is certainly one of the defining motivators for opposition to mass transportation. I will always be a strong proponent for transit to be placed strategically in every neighborhood, but be done in a manner that provides renters, homeowners, and residents with the ability to define what works best for them and is done so with an equity lens. I also worry about potential routes being built over pre-existing affordable and low-income neighborhoods, an all too common trend within urban centers. This will not happen with me as Mayor. We can accomplish both tenets - expansion and equity.

We need coordination and partnerships over lawsuits and authority. We can work together to find regional solutions for sustainable ridership. I will also connect the siloed transit plans that are currently developed across transportation agencies and City of Seattle departments to build a regional transportation system.
YesExpansion to me, means planning and building with the long-term and generational impacts in mind. I will use my Transportation Equity Assessment to understand and prioritize community needs, especially those most impacted by the expansion. I will also ensure that Sound Transit is prioritizing the right communities when expanding, and that Sound Transit is collaborating with regional transit agencies and city governments. With expansion, I will advocate for an expansion of operation hours to be 24/7. Residents who work late at night or who may just need a ride at a later hour should not be limited in their transit options.

There needs to be adequate seating in all stations, complete with accessible elevators. ADA accessibility needs to exist at all locations and within all transit vehicles. I have noticed that many stations have very limited seating options, which is part of the City’s hostile architecture that is designed to negatively impact our homeless population. As we expand with additional stations, there needs to be clear and appropriate signage on City streets and public areas so that stops can be easily identified and utilized. Stations need to be well lit at all times as well.
YesAs a city, we must have our avenues to source transportation funding, as well as advocate for funding on the state and federal level. The state and federal government both have a responsibility to us and all cities to provide infrastructure, transit support, and funding. As we continue to receive funding from these levels of government, we can also utilize local levies to increase funding for other city multimodal priorities. We have to leverage all possible funding streams to build a robust and connected system.

I want to keep a regional approach to our light rail system and advocate for increased funding on a regional level, while continuing to invest in capital improvements, bus service, infrastructure, and safety and affordability programs on the local level. I believe it is very important for Seattle to fund more light rail projects by itself, but also do not want to risk us losing the revenue streams we already have access to and grant programs that are available.

YesYes, the delay on these infill stations is a mobility justice concern. Both Graham St and 130th St support transit access to communities where mobility needs are greatest. We cannot forget about these communities. We will work with community partners such as Puget Sound Sage, who have been advocating for Graham Street and envisioning a community-driven approach to neighborhood economic development. We must ensure that there is equitable transit-oriented development in all neighborhoods. BIPOC communities continue to be displaced by inefficient and unreliable transit service. There is absolutely no reason for there to not be light rail stations at Graham St and 130th St. The fact that residents in these neighborhoods have to continuously watch a light rail whisk past them that they cannot enter within reasonable distance to their homes is an injustice. The areas that touch Graham St. in particular are areas in need of better transit options. My Transportation Equity Assessment will uncover additional areas in need of service, valuing the experiences and input from the communities directly impacted. This is not to mention that many of these neighborhoods exist in food deserts without access to fresh and healthy foods. Although the true solution lies with requiring commercial buildings that are for sale in these areas to be offered to designated grocers and local food providers before being used for retail, expanding transit routes to provide streamlined access to existing food centers should be a given.
YesWe have promised communities such as the CID that we will finally connect our two streetcars with the Center City Connector. This will support the connection of downtown businesses, increase economic prosperity, and expand access. We now have a funding source from the recent passage of the Fare Share Plan. We must complete this project. We can learn from the lessons of previous administrations: I will hold leaders, hired consultants, and all of our partners accountable and ensure transparent communications, spending plans, and updated timelines. We will also use our Transportation Equity Assessment to accurately prioritize all transportation projects where needs are greatest. Leaders should never shy away from connecting transit routes and making travel easier for residents.
During my first year in office, I plan to work with the Seattle Transit Equity Workgroup to prioritize the creation of a Transportation Equity Assessment, as well as build a robust framework for planned projects. This will be based off of the great work at King County Metro’s Equity Cabinet and Mobility Framework. I will prioritize BIPOC and low-income community voices that reflect where needs are greatest and develop criteria that will ensure our transportation system is built with access, equity, safety, and affordability at its center.

Next, I will find, dedicate, and secure funding to execute results of the Transportation Equity Assessment. We will then bring in the community for continuous feedback and learning, hosting listening sessions, public hearings, public comment before any related meeting. This will be supplemented by a commitment to follow through and implement plans developed from this assessment to prioritize investments as needed.

I will facilitate the creation of a timeline complete with milestones so that the public can track our progress. Regular updates will be provided to ensure full transparency.
As I’ve mentioned above, I will seek sustainable transit funding at the local, regional, state, and federal levels. Working with federal representatives will guarantee our largest priorities are funded through the recently announced Biden Administration’s infrastructure package. It will be a requirement from my office that all transit funding will be connected to any climate plan on the local, regional, and state levels.

As always, finding sustainable and progressive funding for transportation means finding new ways to fund transit. This will not be accomplished through the common gas and sales taxes, as we know all too well how regressive these are for low income residents. Instead, we have to be innovative. Sources can include, but are not limited to, road pricing, climate pricing, luxury transportation tax, air quality surcharge, employer tax, etc.

Our essential workers continued to use transit through the pandemic, and Seattle passed the Transportation Benefit District with over 80% of the vote. There is great need and support for transit, and I will continue fighting to follow the public’s lead by expanding it. We need to focus on increasing ridership by improving reliability, rider experience, connections to affordable housing developments, and transit hubs. Overall, we need to invest by greatest needs coming first, with other measures to follow.
NoThere should be no prohibition against a building designed for more than one family unit in Seattle. This is why I support ending exclusionary zoning to allow for duplexes, triplexes, and fourplexes in every neighborhood. Single-family homes possess an abundance of available land. It is estimated that the front and backyard land parcels on these lots could build an extra 80,000 homes at 1,500 square feet each. I am not saying that we should develop every available plot of land, but we must think creatively about land use and ways we can incentivize sustainable infill. Scalable solutions make infill geometrically possible and preferable to preexisting options. This will put residents in better positions to live in denser neighborhoods within walking / rolling distance to major transit centers and stations.

Additionally, removing unnecessary parking mandates is another step Seattle must pursue. There are more than 5 parking spaces built for every household in Seattle, representing a surplus of land that could be used for residential housing in a way that maintains the vibrancy and culture of each neighborhood. If we invest in a robust transportation system, then this should be an easy task to accomplish.
YesFor years, City leaders have enacted policies to increase the supply of housing. Seattle’s skyline is filled with cranes, but it’s mostly to construct luxury, high-cost housing units. Low-to-middle-income households are largely underrepresented and communities of color have faced significant displacement in light of these new developments. Bulldozing tight knit communities and replacing them with expensive housing drives historically marginalized neighbors farther away from the City center, disrupting their lives, alienating them from their support networks, and degrading cultural centers. Redlining policies that once segregated neighborhoods have since been replaced with exclusionary zoning ordinances that reinforce these discriminatory practices. It is impossible to produce affordable housing with the current systems in place. This is exactly why we need to promote both market and below market residential development. Transit hubs need to be added nearby for access.

There is no use in continuing to increase the stock of housing if it is only for luxury projects that will drive up the prices of all existing housing options. This is why we need to not only reform the City’s zoning code, but include specific provisions that guarantee new developments are affordable before anything else.

The City of San Francisco recently passed the Community Opportunity to Purchase Act, which gives qualified non-profit organizations the right of first offer, and/or the right of first refusal to purchase certain properties offered for sale in the City. In Seattle, we could apply a similar provision to vacant properties and buildings with a certain number of units. This would ensure that we give the first opportunity for any development to be affordable.

Community land trusts represent another solution to our housing crisis. These entities purchase land and maintain it long-term. Facilitating land trusts through either the Office of Housing or separate nonprofits are important due to the shortage of land we have in the Puget Sound region. They will make transactions not only happen sooner, but allow for the land to be held until something positive can come from it. For nonprofits, they could think about ways to make this land available at low market rates, then use the difference as a tax benefit to the property owner. Community organizations could come together and create land trusts specifically for this purpose as well. Local gardens, playgrounds, and other neighborhood spaces can better be developed through the land trust structure, since every square foot is not commodified for profit. Instead, community wellbeing is the real winner.

Additionally, land banking is another tool the City of Seattle can use to create affordability. This is a progressive land-use application I will explore as Mayor. For developable parcels of land on city-owned parking lots and industrial areas, as well as land in which a development plan exists (but is for sale at below market price due to the financial conditions of the developer), the City will sell or transfer the property for affordable housing development. Strict rules and preconditions can be developed in consultation with the appropriate City departments to ensure that these developments are and remain affordable.
YesWe do not have to pick just one priority. When we seek regional solutions, we can address affordability, frequent reliability, and access all at once. Both affordability and reliability are priorities when it comes to our transportation system. The more we can raise ridership and ensure mobility access, the more solutions we will be able to find. I refuse to constrain ourselves in one way or another. Part of bringing a new generation of leadership to this City means being bold and not shying away from progressive solutions. Using the framework I mentioned above, we can accomplish subsidized fares and increased services together.

I do believe in expanding the very low-income fare programs. Both Metro and Sound Transit have implemented this to support income-based fares and ensure that those who can’t afford to use transit have a way to keep riding. I will also work with businesses to expand transit programs to their employees.
YesCapital improvements will always be a priority to ensure safety, rideability, sustainability, and increase revenue. However, we do not have to pick one area to prioritize and focus on. Adding service hours is just as important to achieve our priorities of expanding access and connecting people to opportunity as well. With this being said, I believe that part of capital improvements includes ensuring transit operators and workers are justly compensated for their valuable work and service to Seatteites.
7/3/2021 0:20:14Bruce Harrellinfo@bruceforseattle.comAccess to affordable, reliable transportation opens new doors and a city full of possibilities. We need the kind of expansive and synergistic transit system that connects people to the places they want to go and lives up to this city’s innovative spirit. Seattle’s current transportation infrastructure is ill-equipped to keep up with the city’s growth, creating long commutes and transportation headaches. We must solve existing issues and proactively respond to future challenges. In the immediate future, we have to look at transportation comprehensively – investing in a variety of solutions like safe sidewalks and bike lanes, electric charging infrastructure and expanded access to e-bikes, and large rail projects like expediting ST3 and making Cascadia high speed rail possible. We absolutely cannot accept proposals to delay light rail expansion to Ballard and West Seattle by years or decades – we need to be working on moving that timeline up and expediting delivery – for all lines, for all stations. For too long automobiles have been the top focus – in our transportation system priorities locally to the transportation packages passed at the state level. During COVID, we’ve seen how transitioning some parking spaces into outdoor seating areas has revitalized our neighborhoods, and I would look for other opportunities to creatively repurpose car-focused infrastructure. We also need to focus on our built environment in the next 50 years – through transit-oriented development creating more dense, walkable communities, with jobs, schools, food options, parks and other amenities nearby. We can build more housing and reduce our emissions at the same time – as these communities reduce how far people have to travel and commute and can reduce housing costs. We should have fully walkable neighborhoods and a built out transit system that make it easy to live and work without ever needing a car.Number one is working urgently to restore transit service with an eye on equity. Beyond this, I am hopeful given the President’s embrace of transit, infrastructure focus, and commitment to climate action that we will be able to receive significant funding for necessary light rail expansion and other transit priorities, and I will direct staff and expertise to securing these resources. I will also push the state to shift investments from highway construction to transit infrastructure and investment. We must move full steam ahead on ST3, and I’ll identify, explore, and exhaust all potential funding options. I’d also gladly work with advocates to design and implement an audit of our current system with recommendations to improve accessibility for all. As Mayor, I’ll look holistically at our transportation system to improve service, make needed infrastructure investments, and commit to equitable, reliable service for every resident.We must continue to commit to vision zero principles. For too long, much of our focus has been on cars and highways – we have an opportunity to change that and to protect the safety of pedestrians and cyclists. We must bring these ideas to our housing development plans, designing neighborhoods in the long term to make sure they are connected, walkable, bikeable, and safe to get around. We’ve got to do more to make walking and biking a safe activity with sidewalks and a network of protected bike lanes that truly allow people to get where they need to go. This is crucial for our efforts to defeat climate change, as well as improve our transportation system and reduce traffic. Making that possible will require safety measures in place so that all neighbors feel secure when walking or biking.YesI support a robust light rail system that connects neighbors and neighborhoods throughout our city, and allows easy travel across the entire region. We should look at growth patterns and work with community to decide exact station locations, but this vision of a fully built out system aligns with my own beliefs.YesYesFailing to adequately plan ahead for future expansion opportunities will only cost the city and Sound Transit more time and money in the future.YesWe need additional progressive revenue options at the city level and at the county level for funding transit and transit expansion. I will also lobby the Legislature to invest significantly more directly into transit in place of new highway projects.YesAbsolutely – I’ve long been a strong advocate for expediting Graham St station construction – critical for ensuring equity in access to transit, education, and economic opportunities. The same applies for 130th Street.
YesI was the Councilmember who introduced and championed the Race and Social Justice Initiative – requiring all Seattle policies to be viewed through a race and social equity lens. I was also a strong supporter of preserving and improving parks (with a focus on growing access for communities of color), expanding transit, and increasing housing density – through an equity and environmental justice lens.

As Mayor, I will draw on both data and personal experience to ensure transit improvements are completed equitably, including through my Race and Data Initiative, which will – for the first time in Seattle’s history – daylight and organize behavioral data to help determine how Seattle can best address institutional and historic racism. We will track travel times, fight against displacement, and do deep community outreach to ensure transit lines and hours work for the communities most in need. We will track these efforts in the long term, map disparities, and relate them to other key priorities like food access and security, pollution exposure, housing costs, and healthcare access.
On the City Council, I frequently worked to expand transit, calling for the investment of tens of millions into transit projects and additional service. Early on, I supported the creation of the Seattle Transportation Benefit District, and then consistently worked to improve transit options, with special attention to my home district in Southeast Seattle. I served as a member on the Puget Sound Regional Council, required businesses to provide pre-tax commuter benefits, and supported the Orca Opportunity program to provide free transit passes to low-income residents and free passes for students in public schools.

As Mayor, I’m going to bring the same inspired efforts to strengthening our public transit system and taking bold, innovative steps to improve community access and connections. As we recover from this pandemic, we have to get transit back on track – it’s a top priority – increasing frequency of service, broadening route options, and working to better connect different methods of transportation to each other and to the communities they serve, especially BIPOC and low-income communities. We have to look at transportation comprehensively and that means real investment in all forms of public transit.
YesEarly in my City Council tenure, I recognized the importance of increasing our housing supply, voting in support of efforts to expand backyard cottages and upzoning areas around transit near Downtown, Roosevelt, West Seattle, and more. While I have not called for the immediate elimination of single-family zoning, I am committed to increasing density and building out affordable housing, especially in delivering development in areas that have already been upzoned. Every neighborhood will have to embrace additional housing if we are going to meet our goals and ensure everyone has an affordable place to call home, especially as our City and region grow over the next several decades.

We know the solution to the affordable housing crisis is more housing, and I want to make sure we develop that housing in an intersectional, equitable, and thoughtful manner. I made it easier to build ADUs, a commonsense housing solution, and I helped pass and continuously update the MHA program to significantly expand density and affordable housing across the city. That’s why, as we determine the future of single family zoning and consider the possibility of its elimination, my first act will be to work with Council to convene a community and stakeholder-led process to guide us forward, similar to the Housing Affordability and Livability Advisory Committee.

From there, we can define a plan informed by experts, understood and molded by community, and implementable with both bold and practical solutions.
YesWe will not be able to reach our affordable housing needs and goals without private developers. As a supporter of HALA, I knew it was critical that we included affordability mandates in the legislation, using MHA to drive resources and additional funding toward urgent housing development. We need to continue MHA and look for opportunities to better align with market rate developers. Increasing the housing supply overall is an important element of a broader strategy, but on its own it is not enough to solve the housing affordability crisis.
YesFor those who can least afford it, we need to make transit accessible, including through free and reduced cost fares. I do believe it is also exceptionally important to build out a robust transit network with frequent hours, so that our system is useful and reliable to a large population of residents and commuters – critical for getting more people on board. We should work to make these complementary priorities, not competing ones.YesI look holistically at our transit system and believe we should invest in capital improvements that improve speed and reliability (core transit functions), and meet other needs for example building out a fully electric bus fleet is a critical climate priority, as is making stops and buses fully accessible for people with disabilities – a critical equity priority. We need additional funding options needed to meet those improvements, rather than doing so at the expense of service hours, which are also an accessibility issue, especially for low-income and working people.
7/10/2021 15:42:55Don L RiversElectDonLRivers@gmail.comI worked fir Metro Transit Just retired. I believe in free bus rides Light Rails tax credits for citizens using public transportation. Biden getting a the infrastructure Bill pass means we are most definitely on the list to receive money just fir infrastructure. Not enough people using it . Create more accessibility for our citizens. YesGrowth and protection of the environment is always important. Traffic is bad more people will take the light rail the further we expand. YesI will be taking the 3Ls with me Listen, Learn and then Lead. Nobody is listen we need to find out what is needed Audits of all departments will be first. YesThis much needed in order to implement a true change YesIt is proving itself to be good fir the community why not others benefit YesBeen over dueYesYes part of our history and brings in moneyI will be working to look for more POC companies to actually have a fair share of rebuilding and enhancing transportation I will be doing a forensic Audit to see where money is being wasted. I worked in Transit fie over 42 years . I know it is much need and we have to open doors for all citizens to do their share to erase their footprints. YesWhy not is tge auestionYesFamilies made this city. Generational families . We should not be pushed out because of profitYesWhy not more people would ride. Students need help NoPeople just want access. Safely and affordable.