(January 2012 photo by Christopher Boffoli for WSB)
By Tracy Record
West Seattle Blog editor

Remember the work done to toughen up the Fauntleroy Expressway end of the high bridge in 2011-2012, to make it more earthquake-resistant?

We’ve just learned that much of it has to be re-done because of parts that weren’t as strong as they should have been.

This is revealed in the slide deck that accompanies an item on next Tuesday’s City Council Transportation Committee agenda (thanks to the texter who pointed it out before we’d gotten a chance to read the agenda, which was just published this afternoon).

We’re still working to find out more – a challenge with government shutting down for a 3-day holiday weekend – but here’s what we know so far:

The problem, according to the slide deck, is with the bearing pads – cushions inserted between the bridge deck and supporting pieces such as columns – which should have been designed to be “stiffer.” This city webpage reminds us that more than 600 of those pads were replaced during the $2.7 million project. We took a closer look at the work in January 2012; much of it happened during overnight closures of the southwest end of the bridge.

One slide indicates this potential problem was noticed at final inspection of the work two years ago. Since then, it says, they’ve been working to develop a new pad design and putting together other logistics. That slide also mentions “Additional funding through existing Bridge Rehab Program; balance approx. $2.6M, pending design & additional scope.”

Preparation for replacement is scheduled for later this year; then the new bearing pads will be ordered and installation will begin next spring, with, “overnight & limited weekend structure closures.”

Again, we’re asking around right now to see if we can find out anything more before the holiday weekend. The Transportation Committee meeting with this item on the agenda is at 9:30 am next Tuesday (July 8th).

ADDED 6:07 PM: Our inquiry to SDOT was answered by manager Bill LaBorde. In a phone conversation, he confirmed that all 670+ of the bearing pads will be replaced, and that the $2.6 million cost is in addition to the original project cost.

One key clarification: He says that some of that cost – he didn’t have the breakdown handy, so we’ll expect it next week – is discretionary: The replacement bearing pads are being designed to an even-stronger (and costlier) industry standard that has come out since this project. Since they were redesigning and remaking them anyway, he says, they decided to go with the upgrade, which will extend the bridge’s life. Another part of the added $2.6 million will cover some “repair work” that needs to be done, separate from the bearing-pad replacement.

As for the original design flaw, he says that the design consultant was to blame, not city specifications – we asked, so if they had designed the bearing pads to what the city specified, no replacement would be needed? Yes, replied LaBorde.

Last but not least, we asked if this had been mentioned publicly since its identification as “an issue” in July 2012. LaBorde says it had been mentioned in SDOT directors’ reports at some previous Transportation Committee meetings. (We still have a message out to committee chair Councilmember Tom Rasmussen, and that’s one of our questions for him.)

Metro Transit has gone public with its annual Strategic Plan Progress Report, which its announcement says “provides data on 61 performance measures” and “includes opinions expressed by riders and non-riders, drawn from a survey of 2,500 King County residents. It also looks at how we stack up with peer transit agencies across the country.” This is in advance of upcoming assessments including an audit and “independent peer review.” Another recent report that might be of interest is the compiled customer-survey results on RapidRide, including the C Line. First: Toplines from the “progress report” announcement today by Metro general manager Kevin Desmond:

*Ridership continues to grow: We delivered 118.6 million passenger trips in 2013—a near record. An all-time-high 45% of King County households now have at least one Metro rider.

*85% of riders say they’re very or somewhat satisfied with Metro service. 90% of our riders say Metro is an agency they trust.

*Metro gets people to jobs: Almost all (97%) of Metro’s regular bus trips serve the region’s job and growth centers.

*Our buses were on time nearly 78% of the time. We continually monitor on-time performance so we can make adjustments to keep buses on schedule.

*Metro has significantly improved safety and security over the past 10 years and is holding on to those gains. Preventable accidents have steadily declined since 2011, and we’ve enhanced emergency response.

*Metro’s cost per hour grew 2.7% — above the inflation rate — but cost per passenger mile decreased by 3.1% as the job market improved and Metro buses carried more commuters.

*Fares covered 29.1% of Metro’s operating costs. Our farebox recovery rate increased by 8.8 percentage points in the past 10 years — more than most of our national peers.

*Energy use per bus boarding decreased 4.6% last year.

Read the full report here.

Next, the RapidRide customer-survey report. It was mentioned in passing in a Metro announcement last week but we didn’t happen onto the report link until today. Here it is. Skimming through, two points of note: From page 17, “Satisfaction with personal safety on RapidRide C Line remains significantly lower than it was on the routes it replaced.” And on page 22: “Dissatisfaction with the availability of seats on the RapidRide C Line is the primary factor driving lower overall scores” in the area of “satisfaction with things about the bus.” The surveys were taken on board RapidRide buses in April, according to the report, which also – after page 39 – looks at the D Line.