Skepticism and grumbling about the new high-occupancy toll lanes on I-405 between Lynnwood and Bellevue that were opened in late September are understandable.
Previously, we’ve criticized the toll lanes. Their implementation, the Good to Go online accounts and use of transponders for carpools and those solo drivers willing to pay a variable toll, was complicated. Drivers, particularly those stuck in the conventional lanes, have complained about added commute times and the ever-climbing rates to use the toll lanes, which at the most congested times have reached as high as $10.
Those complaints have reached area lawmakers; two have responded with a bill. The legislation, proposed by Rep. Mark Harmsworth, R-Mill Creek, and Sen. Andy Hill, R-Redmond, would cut the two express lanes going in each direction between Bothell and Bellevue to one lane, in the belief that adding a general purpose lane will ease congestion. Harmsworth reasons that since the lanes were built with gas tax revenue they should be opened to all drivers, without charge.
Earlier this month a group calling itself stop405tolls.org started an online petition seeking signatures of those opposed to the toll lanes and seeking action by the Legislature. Failing that, the group may also pursue an initiative.
While noting our past criticism and the frustration many I-405 drivers are experiencing, it’s too soon to end the toll program. And cutting the express toll lanes from two to one invites unintended consequences.
One of the justifications that the state Department of Transportation has used in establishing the lanes was to keep traffic flowing in those lanes at a minimum of 45 mph. That’s especially important for public transit bus routes, which in order to attract and keep riders, have to show a level of reliability when it comes to expected arrival and departure times.
A look at information from Community Transit, which operates the two main bus routes for Sound Transit — 532 between Everett and Bellevue and 535 between Lynnwood and Bellevue — shows a time savings for those routes. The 532 ST Express has seen about five minutes saved at peak hours on each trip, north- and southbound since the change in late September. The 535 ST Express has seen improvements of about four minutes southbound and two minutes northbound.
That’s more significant than it might sound to some, especially when travel times are added up over the course of a day and when the reliability of transit schedules are considered.
“We’re seeing a significant savings in travel times,” said Martin Munguia, communications director for Community Transit. “When our buses are driving on 405 during peak commutes using the express toll lanes, they’re cruising along compared to the general purpose lanes.”
Where the buses lose some time is when merging from the express lane over to the exit lanes across two or three lanes of traffic among drivers who aren’t always in a mood to yield. Munguia said it’s something they are discussing with state transportation authorities.
Moving the buses, carpools, vanpools and toll drivers from two lanes into one lane could have the effect of slowing the express toll lanes and lengthening the commute for bus riders and those in carpools and vanpools.
And there’s no guarantee that adding a general purpose lane will have a significant impact on improving the travel time for those drivers. A 2009 study by economists from the University of Pennsylvania and University of Toronto of several cities between 1980 and 2000 found that adding lanes didn’t solve congestion; as lane capacity grew so too did the number of drivers at peak times. Traffic, like nature, abhors a vacuum.
The new lanes and the new system have been in operation for less than three months. The state, transit agencies and others still are gathering information on how well the lanes are working and continue to make adjustments to ensure the I-405 commute works for as many as possible.
The express toll lanes might not be the best strategy, but we know what came before wasn’t moving traffic well either.
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