On the Seattle Weekly‘s blog, Laura Onstot lets King County’s Ron Posthuma get away with a whopper about our report on tunnel cost overruns:
…Posthuma says the Sightline report mis-characterizes at least the downtown tunnel, a project he oversaw at King County DOT. The costs blew up thanks to problems getting the stations built along the route. The tunnel itself came in under budget. “It was a double-digit percentage [under],” he said today following a viaduct replacement briefing before the King County transportation committee. Posthuma couldn’t remember the exact amount.
But this is wrong. And it’s wrong in two different ways.
First, the downtown transit tunnel project went way over budget. This is simply a matter of facts on the public record.
So let’s set the record straight. In 2007, the US Federal Transportation Administration conducted a thorough audit of selected transit projects across the country, focusing on contractor performance. FTA published several estimates of the cost overruns for the downtown Seattle transit tunnel using different points in the project’s history as a benchmark to compare to the actual cost. (See page 152 and following in the report.) Depending on which benchmark is used, the project contractors exceeded the budgets by between 17.2 percent and 63 percent.
The most relevant of these figures is 56.5 percent, both because this figure relies on the most even-handed method of accounting for inflation costs, and because it uses as a benchmark the cost estimate included in the draft environmental impact statement, rather than estimates developed later when more engineering information was available. What’s more,FTA’s analysis of cost overruns does not even include the recent retrofit to make the tunnel serviceable for Sound Transit light rail.
So, in the end, the final bill wound up being over 50 percent higher than engineers had predicted when they were designing the project.
Second, it’s wrong because it’s a classic “look-over-there!” misdirection, a sort of rhetorical sleight-of-hand. In this case, the cost overruns happened not because tunnel excavation went south, as it so often does, but in part because of unanticipated problems with making the tunnel operational. Which is exactly the point: bringing a tunnel project to completion requires a good deal more than just digging a hole in the ground.
Even when the actual tunnel digging goes okay, there are numerous related problems that can crop up. In the case of the downtown tunnel, there were problems with station positioning, worker safety, complaints from downtown property owners, and even violation of rules about materials sourcing (including a flare-up about marble from Apartheid-era South Africa). In the case of the planned downtown deep bore tunnel, it could be any number of things, some comparable to the downtown transit tunnel and some not: the close proximity to sea level; the nearby seismic fault; the costly real estate above ground; the entry and exit portals at either end; or, more likely, something that no one’s thought of yet.
Projects like these don’t tend to see cost overruns because of malfeasance or corruption, but because of predictable human traits. It sounds like a truism, but that’s only because it’s true: we don’t know what we don’t know. And what we don’t know consistently impairs our ability to forecast costs. That’s what history teaches—and that’s the lesson of Sightline’s report, Cost Overruns in Seattle-area Tunnel Projects.
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Update 6/9/10: The Weeklyrepublished a version of the original blog post on their news side, but still doesn’t provide any balance to Posthuma’s inaccurate critique of Sightline’s tunnel cost report.
Update 6/11/10: The Weekly‘s Mark Fefer has an overheated blog post that is difficult to parse. It seems to accuse Sightline of hypocrisy for not critiquing light rail tunnels, despite the fact that our report actually does critique light rail tunnels.
Uncle Vinny
Bravo, Eric. Let us know if there is any follow-up by Onstot or Posthuma?
Wells
Current access to SR99 from the north is via Western and Elliott through commercial Lower Belltown for about 40,000 vehicles daily. Moving access to Denny Regrade (or whatever that area is called) circuitously redirects this traffic through high density residential and active commercial centers with many turns, more stoplights, side streets to cut through and a significant hill climb. Forget about Mercer Place hill as SDOT’s first choice. SDOT knows it’s not possible and plans to inform yall later, the frickin liars. Redirecting the traffic this way makes no sense, whatsoever. It even makes Mercer between Aurora and I-5, the Mercer Mess worse. Highway Department honchos plan takes a figurative dump on Seattle. Smell the power.
Wells
And then there’s the Alaskan Way rebuild pile. While roughly half the 40,000 vehicles daily will scatter like cockroaches through Lower Queen Anne, the other half will jam Alaskan Way 13 stoplights between Pike and King Streets, plus 3 in Lower Belltown and 3 in Sodo. 20,000 vehicles daily is about 1250 an hour, more or less. Alaskan Way will be bumper-to-bumper frequently.It’s possible to improve the Alaskan Way design, but Seattle’s psuedo-environmentalists want their pweshush pwomenade. What a fraud. It’ll become a makeshift parking lot. No, make that: It’s already planned to become a makeshift parking lot. Early designs for Alaskan Way (pre-Crunican), incorporated a 2-lane frontage road on the east side, with islands between it and 4-lane Alaskan Way, much like the current arrangement. The frontage road would allow for reinstallation of the Waterfront Streetcar Line and make possible east/west bus lines near Coleman Dock, thru-traffic would be divided from motorists looking to park, and 3 or 4 stoplights could be removed between Pike and King. Park-loving psuedo-environmentalists pitted against goofball transit advocates so that gridlock-loving automobile-related private interests may fulfill their dreams of Seattle becoming an even more maniacal diorama of machine despotism.
serial catowner
This post simply does not refute what Mr. Posthuma said, and it goes on to try to throw sand in my eyes (ironical, considering the ‘Sightline’ moniker of the blog).But we can all be happy- you have Wells cheering for you, and I, as a member of the public, still have Mr. Posthuma working for me.And I’ve learned a little something about Sightline.
Eric de Place
Serial,Please explain what you mean. Posthuma says that the Sightline report “mischaracterizes” the downtown bus tunnel. It does not. And he seems to argue that the downtown bus tunnel didn’t “really” experience a cost overrun because the actual excavation of the tunnels proper did not, according to him.My point is that it’s irrelevant and misleading. The “tunnel project”—that is, the excavation of the tunnels, plus the other things you need to do to make a tunnel system operational—had a cost overrun. A huge one, actually. In the case of the bus tunnel, there were big problems with the excavation of the stations. To my mind, that’s perfectly fair game to consider in an analysis of project cost overruns since without stations, the bus tunnels wouldn’t really be worth much. And by the same token, the proposed deep-bore tunnel will also have to content not just with tunnel-boring, but with large entrances and exits; ventilation systems; roadway connections; seismic shoring; etc. If the history of tunnel projects is any guide, all of that stuff can pose a real risk of cost overruns, especially considered in aggregate.