Transportation - Position

POSITION IN BRIEF: The League supports a balanced state transportation policy that defines the role of the state and supports increases in funding to provide adequate revenue and flexibility for a multi-modal system of transportation.

BACKGROUND: A "Study of Transportation Planning, Administering and Financing" was adopted at the 1973 convention. The LVWUS and the Puget Sound Leagues (PSL) had previously developed positions on transportation. PSL with concurrence from the local Leagues had lobbied the legislature for a department of transportation and for tax money for public transit. In 1974 members studied modes of travel, funding and governmental structure. At a later date a survey of highway planning, energy considerations, alternatives to existing systems and planning issues was undertaken. Transportation action often interfaces with other state and national program positions particularly land use and air quality.

In 1992 the LWV King County Coordinating Committee established a Puget Sound Transportation committee, which includes LWV representatives from the three leagues in king county and from Pierce, Snohomish and Kitsap counties. During the 1997 legislative session, League helped to defeat bills that would have undermined the Regional Transit Authority and weakened the Regional Transit System Plan in central Puget Sound, as well as a measure that would have diverted funding for transit agencies in our state to other programs. We supported a gas tax increase that was not adopted.

Transportation legislation will continue to become a higher priority as transportation funding moves closer to a crisis point. League continues to support balanced transportation policy and increased funding that provides revenue and flexibility for diverse modes of transportation.

In 1998 the state League opposed Referendum 49 which approved funding for $2 billion in transportation improvements because of its reliance on long-term bond funds for short-term projects and did not provide for a balanced system including transit.

In 1999 the League opposed Initiative 695 which established license tab fees at $30 per year and abolished the Motor Vehicle Excise Tax (MVET). (The initiative also required voter approval of any tax or fee increase proposed by any government entity in Washington State.) League participated in a court challenge and submitted an amicus curie brief. The State Supreme court declared I-695 unconstitutional. However, the Legislature rescinded the state MVET and implemented the $30 car tab fee. A Superior Court judge found the local MVET still in effect. LWVWA opposed the efforts of the Legislature to do away with the local MVET should the decision be upheld by the State Supreme Court. In 2000 the League worked with other groups to defeat I-745 which, if enacted, would have required 90% of all transportation funding to be used on roads. League supported a portion of the Governor's Blue Ribbon Transportation Commission two-year report recommending 1/3 of all new funding to be for transit. We supported regional transportation bills that protected the Growth Management Act and followed representative governance principles.

Delegates at the 2001 convention adopted by concurrence the update of the LWVWA transportation position proposed by LWV Seattle and as amended and recommended by the LWVWA Board of Directors.

The League of Women Voters of Washington believes that:

• Transportation projects and programs should be prioritized to develop a balanced and seamless transportation system. Population, topography, location of transportation facilities, community livability and character, jobs/housing balance, environmental impacts, social factors, energy consumption and political realities must be considered.
• Transportation is an important basic public planning tool, and should be consistent with regional and local long-range growth management plans and adopted local land use plans.
• Transportation is a state, regional and local responsibility that requires coordination, cooperation and communication to develop regional plans.
• There is a need to define the state's role and to develop and adopt complementary regional plans and transportation improvement programs.
• Effective transportation financing will require that any earmarking of funds should be statutory rather than constitutional. In addition, the Constitution should be changed to allow use of gas tax funds for balanced transportation. Funding for all modes of transportation should be adequate and predictable. Appropriations by the Legislature should follow cost/benefit budgetary review of alternative modes. The cost/benefit analysis should include transportation demand management strategies as well as financial incentives and disincentive programs that reduce solo trips and encourage transit and other transportation options.
• Transportation systems dependent on public financing should be publicly controlled. Transportation should be considered a public service with capital, maintenance and operating costs subsidized consistent with the subsidization of the operating costs of other public services.
• Prior to revising highway corridors, cities and other jurisdictions that are adversely affected by the increased capacity must have the choice to plan and adequately finance integrated and sustainable transportation systems.
• A single agency should be established to plan and coordinate the efficient, economical movement of people and goods consistent with adopted regional and local growth management plans. The agency should be administered by a director appointed by the Governor and serving at his/her pleasure. An appointed commission should determine policy with regional input from citizens and guidance by the Legislature.
• Effective citizen participation requires comprehensive and consistent communication between the governmental sponsor and its constituents. There should be opportunities for public comment from the institution of the plan, consideration of alternatives, development of the project or program, and throughout implementation. State and regional plans and projects for managing congested major urban corridors should be integrated with local and regional growth management plans and coordinated with regional and local governments, employers, businesses, freight and public transportation agencies.
• State transportation policy should promote development in centers, manage and reduce single occupant vehicle use on highway facilities and shift solo trips to alternative modes.
• (From "Energy" positions) In the event that energy shortages force the imposition of a government administered allocation program, across-the-board cuts should be made in all areas of energy use. Following the initial cutback, highest priority should be given to life-supporting industries that produce essential goods. The private vehicle should receive lowest priority. (Allocation Program - 1976)