Morning Crank: The Good, the Meh, the Missing

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Mayor Ed Murray’s annual State of the City address made quite a bit of news yesterday. From a proposed $55 million property tax for homeless services to a potential lawsuit against the Trump Administration, Murray’s 45-minute address (delivered with the aid of two Telepromptrs in his usual slightly stumbly monotone) was explicitly urbanist, unabashedly activist, and uncharacteristically impassioned. (Shout out to new speechwriter Josh Feit!) Here’s my take on what the mayor proposed, and what he didn’t.

The Good:

• Murray proposed a $55 million property tax levy that would pay for “mental health treatment, addiction treatment and getting more people into housing and off the streets.” I can’t think of a more critical need in the city right now than to house the thousands of homeless people living unsheltered on our streets. Even if Trump doesn’t follow through on his promise to eliminate all federal funding to “sanctuary cities” like Seattle, the city’s housing programs rely heavily on funding from the federal Department of Housing and Urban Development, which was recently taken over, you may recall, by a guy who thinks poor people can eat bootstraps. More funding has to come from the local level.

My primary caveat about this proposal is that we still don’t know what it will pay for. Murray’s homelessness plan, Pathways Home, relies heavily on short-term housing vouchers for people exiting homelessness; if the $55 million pays for programs that house people for a few months before dumping them back into the same unaffordable housing market that made them homeless in the first place, it may not be money well spent. TBD.

• The location. Murray’s decision to hold the final State of the City of his first term at Idris Mosque was an impressive move on two levels: 1) It  communicates to the Trump Administration—which is paying attention to Seattle, home of the “so-called judge” who first overturned his Muslim travel ban—that Seattle isn’t afraid of him. (Also today, Murray announced a series of FOIA requests seeking information about Trump’s policies targeting cities that welcome immigrants and refugees; if the administration refuses to provide the documents, the city will sue to get them). And 2) It serves as a visual and symbolic punctuation to the link Murray drew between immigration and dense, vibrant cities: We can’t call ourselves a sanctuary city if we build “invisible walls” that put most of the city off limits for housing development. “We cannot be a city where people protest the exclusionary agenda coming from Washington, D.C., while at the same time keeping a zoning code in place that does not allow us to build the affordable housing we need,” Murray said.

The Meh:

Related image A two-cent-per-ounce tax on sugary soft drinks that will pay for a variety of educational programs, including the Parent-Child Home Program, the “Fresh Bucks” program that helps poor families buy healthy food, and other recommendations from the city’s education summit last year.

I’m a Diet Coke drinker myself, so this won’t impact me (sugar substitutes, although clinically proven to increase cravings and contribute to obesity, would be exempt from the tax), but that’s kind of the problem: Singling out sugary drinks as scapegoats for dietary problems like diabetes is not only pretty arbitrary (I’m not over here arguing that aspartame is health food), it also disproportionately impacts low-income people and people of color, who spend more of their money on soda and other sugary drinks. (Hey, you know who made this argument? Bernie Sanders!) Now, it’s true that diabetes and obesity are more common among low-income folks and people of color, which is why I’m putting this in the “meh” category rather than saying it’s a bad idea. But I would want to see a very clear nexus between this new tax, which will add $2.88 to the price of a 12-pack of Coke (or Safeway Refreshe, currently $2.99 if you buy four or more), and the programs it funds. Just as cigarette taxes should pay for health care and liquor taxes should pay for addiction treatment and prevention, soda taxes ought to benefit the communities who will disproportionately pay them.

• A new property tax wasn’t Murray’s only suggestion for alleviating homelessness. He also called on tech leaders to come up with $25 million over the next five years to fund “disruptive innovations that will get more homeless individuals and families into housing.” When I posted that on Twitter, here are some of the unsolicited suggestions that came back:

Sooooo….I guess those tech guys can keep their $25 million?

The Missing

• Just one month before Murray made his speech, 175,000 women and allies marched in Seattle for women’s rights. Chief among the concerns I saw women raising at the women’s march: Women’s health, pay equity, family leave, access to abortion, low-cost birth control, domestic violence, and Planned Parenthood clinic funding. Yet not one of those issues made it into Murray’s speech. In fact, the two times Murray did mention women, it was about things that happened in the past: the 43-year-old Roe v. Wade decision, which secured a right that is currently very much on the new administration’s chopping block, and the women’s march, which Murray mentioned in passing as an example of “a surge of activism across the nation not seen for decades.”

Activism to what end? Murray didn’t say. Perhaps, as his spokesman Benton Strong suggested to me after the speech, he wasn’t sure what could be done at the municipal level advance women’s rights; perhaps, as Strong also suggested, he believes that good policy is good for everyone, including women—a “rising tide lifts all boats” theory of social change. I’m skeptical of the latter theory, simply because much of Murray’s speech was dedicated to a new program called “Our Best,” which specifically targets young black men; and I’m skeptical of the former, because the mayor knows how the city works.

He knows, for example, that the city has the capacity to adopt policies that help women succeed. If we can pass a tax to fund addiction treatment for our homeless neighbors, or after-school programs for vulnerable young black men, then surely we can figure out a way to fund women’s health before Trump and his radical antichoice Health and Human Services secretary Tom Price kill the affordable birth control mandate and gut federal funding for family planning. If we can fund paid leave for city workers, then surely we can require large private employers like Starbucks and Amazon to provide the same benefits to all their employees, too. If we can condemn Trump’s anti-immigration policies, then surely we can establish and fortify programs to serve domestic violence victims in immigrant communities, victims who may soon find themselves more marginalized than ever before.

Murray, who’s up for reelection this year, is popular; he wouldn’t be risking much by laying out a bold agenda for women’s rights. But the first step is talking about women, and the phrase “men and women” doesn’t count.

• Murray also failed to mention the rash of pedestrian deaths and the city’s progress toward Vision Zero—the city’s plan to eliminate pedestrian deaths and serious injuries by 2030. As I mentioned in Crank last week, the city has failed to make progress toward Vision Zero; in fact, in the first five weeks of 2017 alone, six pedestrians were badly injured or killed on Seattle’s streets. In that context, the mayor’s failure to mention pedestrian safety was a glaring omission.

• Also missing, at least for the first few minutes of the speech: City Council member Lorena Gonzalez, who Crank hears celebrated her 40th birthday Monday night.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the substantial time I put into it as well as costs like transportation, equipment, travel costs, website maintenance, and other expenses associated with my reporting. Thank you for reading, and I’m truly grateful for your support.

Morning Crank: Half a Loaf

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Sen. Joe Fain (R-47)

1. City council member Lorena Gonzalez reportedly hopes to introduce legislation in the next few weeks that would require businesses to provide paid family leave to their employees—a significant expansion of a new law, adopted on Monday after a months-long delay, guaranteeing 12 weeks of paid parental leave to city employees. (Employees who need time off to care for other family members can receive up to four weeks off).

Expanding family leave to private employees—as Gonzalez talked about doing when she ran for office in 2015—would likely be far more controversial, especially among small businesses and those that primarily employ service workers, than the city-employee-only law. But the real opposition may come from Olympia, where state legislators are considering a fairly toothless family leave bill that includes a preemption clause that prevents any city from adopting a family leave policy more generous than what the state requires.

The Republican-backed bill, sponsored by 47th District Sen. Joe Fain, would provide up to eight weeks of family leave, increasing up to a maximum of 12 weeks by 2023. Employees who took the time off would be paid just half of their regular wages (rising to a maximum of 67 percent in 2023), and the program would be funded entirely by employees’ own contributions, making it more of a self-insurance policy than an actual benefit. It also requires employees to work for 26 consecutive weeks for a single employer before they receive benefits—a requirement that Economic Opportunity Institute policy director Marilyn Watkins says doesn’t acknowledge the current economic reality, where many people work multiple jobs or switch employers frequently. “It just leaves a lot of people out who are going to end up paying the premium but are never going to meet the qualification to get leave,” Watkins says. “Why should we put things in there that we know are going to be problems—that we know are going to cause inequities?”

According to the bill, “Cities, towns, and counties or other municipalities may enact only those laws and ordinances relating to paid family leave that are specifically authorized by state law and are consistent with this chapter. Local laws and ordinances in existence on the effective date of this section that are inconsistent with this chapter are preempted and repealed.” That means that if the bill passes, any city law providing more leave (and it wouldn’t be hard) will be repealed.

Preemption bills like this aren’t uncommon; they pop up pretty much any time  Seattle passes or discusses progressive policies, such as rules allowing safe-injection sites, encampment sweeps policies that Republicans view as soft on homelessness, or a $15 minimum wage. What could be different this year is that Fain’s bill has bipartisan support; in addition to the usual Republican suspects like Michael Baumgartner (R-6) and Mark Miloscia (R-30), the bill is sponsored by Democrats like Steve Hobbs (D-44) and Guy Palumbo (D-1). A competing bill, sponsored by Sen. Karen Keiser (D-33), would provide more extensive benefits and does not include a preemption clause.

Fain said at a hearing last month that he hopes advocates recognize that “nobody ever went hungry on half a loaf”—meaning, some progress toward true paid family leave is better than none. But advocates may decide they want a full loaf after all, and take the family leave issue directly to voters if legislators offer them only crumbs.

2.  Miller Park Neighbors member Jonathan Swift, who emceed a Wednesday-night prep session for an upcoming city-sponsored meeting about proposed upzones in Northeast Capitol Hill—said he was interested in a balanced discussion. Then he characterized the two sides in the zoning debate as those who liked neighborhood character and those who didn’t. (A flyer distributed with anti-upzone talking points drove the point home, claiming that the  city’s proposal, part of the Housing Affordability and Livability Agenda (HALA), would “destroy the character of the neighborhood” and asserting that “family-sized housing is most appropriate.” )

Anti-HALA architect Greg Hill followed the soft-spoken Swit, telling the crowd of about 100 people that HALA was dominated by an unnamed “right-wing” group and insinuating that HALA, which calls for expanding the city’s urban villages and allowing more multifamily housing along transit corridors, is a sinister, profit-driven developer plot that will decimate Seattle’s environment by reducing the city’s tree canopy. In reality, building housing near transit is the definition of green urbanism, reducing reliance on cars, maximizing energy efficiency, and reducing water usage.

One of the few African-American people in the room—as HALA pointed out, single-family zoning tends to exclude people of color from “character”-filled neighborhoods like Northeast Capitol Hill—was Spencer Williams, a staffer for urbanist city council member Rob Johnson. Johnson has openly criticized Seattle’s brand of reactionary utopianism, which stars NPR-style liberals who denounce Trump for wanting to build a wall to keep newcomers out while defending zoning codes that have the same effect.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the substantial time I put into it as well as costs like transportation, equipment, travel costs, website maintenance, and other expenses associated with my reporting. Thank you for reading, and I’m truly grateful for your support.

Morning Crank: The Common Canard

1. Perhaps emboldened by the Queen Anne Community Council’s successful effort to delay a proposal making it easier for homeowners to build backyard cottages, a group of Phinney Ridge homeowners plan to appeal an environmental ruling allowing a four-story apartment building on Greenwood Avenue. The attorney for these homeowners, Jeffrey Eustis, also represented the Queen Anne council and homeowner Marty Kaplan in their effort to shut down the backyard cottage rules.

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Image from livablephinney.org

I reported last year on the intense furor over the building, which would add 57 new studio apartments to a commercial stretch of Greenwood. The project has already been through a nearly unprecedented four design reviews, after neighbors objected about details like the lack of washers and dryers in each unit, the fact that the units will lack air conditioning, and the lack of onsite parking for residents. Neighbors also objected to the modern style of the building and the fact that the people who rent there would be “forced” to live in tight quarters.

In a letter addressed to “friends and neighbors” of the development, the group writes, “Our appeal will tackle a major error in the city’s environmental policy code that allows developers to impose the impacts of their no-parking projects on the surrounding homeowners and small businesses that depend on street parking for their customers.  Even the error-filled parking studies submitted for this permit prove that there is NO MORE CAPCITY [sic] for parking cars within blocks of the site.  Those of you who commute by the #5 bus also know that the bus is already OVERCROWDED.  We need to challenge these developments until there is adequate transit and parking provided to meet the new demand they create. That is fair growth.” [Bold in original]

The appeal asks the Seattle hearing examiner to reject the development on the grounds that it violates the State Environmental Policy Act by creating an adverse environmental impact on the surrounding area. Put more plainly: Among other claims, it charges that homeowners and small businesses will be inconvenienced because it will become harder for them to park their cars. This assumption rests on the common canard that everyone in a city must own at least a car or two, when in reality, people who live in tiny studios on bus lines in cities are far less likely to drive than, say, homeowners who live in large houses with driveways and capacious parking garages.

2. Learn to trust the Crank: Yesterday, I reported that Seattle Public School director Stephan Blanford was considering a run for the Position 8 city council seat being vacated by Tim Burgess next year. (Several candidates, including former Tenants Union director and erstwhile Burgess opponent Jon Grant, have already filed for the November 2017 election). Yesterday, Blanford got back to me to confirm that he is “giving serious consideration” to running. “After 3.5 years on the school board, I have many factors to weigh, but my progressive values and ability to bring people together to work on tough issues like Seattle Schools’ opportunity gaps leaves me feeling like it might be a good fit,” Blanford writes. “I’m working through my process now, and looking at all of the options before me.”

3. Two nights ago, in a unanimous vote, the Mercer Island City Council decided to sue Sound Transit and the Washington State Department of Transportation (WSDOT), alleging breach of contract over a 1976 agreement that granted Island residents the ability to drive solo in the I-90 high-occupancy vehicle lanes. The lawsuit seeks to halt Sound Transit’s plans to close one of the island’s three single-occupancy access points to I-90, requiring Islanders to do what everyone else in the region does when they want to drive alone: Drive to the entrance to the freeway and sit in traffic. (The new rail station provides an excellent alternative for commuters, and people who choose to carpool or take the bus will still be able to use the HOV lanes).

Yesterday, Sound Transit CEO Peter Rogoff responded to the lawsuit. In a statement, Rogoff said:

“Legal agreements dating back to before the I-90 floating bridge was even built dedicated the center lanes for public transit. More than eight years ago regional voters approved the funding to build the East Link light rail project on those lanes. It is highly regrettable that the City of Mercer Island is now attempting to delay the project in mid-construction. Neither the Washington State Department of Transportation (WSDOT) nor Sound Transit are empowered to reverse the Federal Highway Administration’s decisions regarding access by single-occupant Mercer Island traffic to the new HOV lanes across Lake Washington. These lanes are on schedule to open in June, enabling us to stay on schedule constructing light rail. While Sound Transit remains ready to reach solutions through negotiations, the agency will take all legal actions necessary to avoid delays or increased costs to taxpayers in fulfilling our promise to voters to complete East Link. Building fast and reliable light rail service across Lake Washington is not only a commitment to the residents of Bellevue, Redmond, Mercer Island and Seattle but to every resident of the Sound Transit District. Delays to the East Link project pose significant risks of increased costs to regional taxpayers and significant delays to opening the project in 2023.”

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the substantial time I put into it as well as costs like transportation, equipment, travel costs, website maintenance, and other expenses associated with my reporting. Thank you for reading, and I’m truly grateful for your support.

Morning Crank: Not an Act of Bravery

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1. City council member Rob Johnson caught flak last week from anti-density activists like John Fox, of the Seattle Displacement Coalition, after questioning self-identified liberals who say they welcome immigrants and refugees and oppose zoning changes that would create more housing. Speaking at a forum sponsored by the Transportation Choices Coalition, which Johnson directed prior to his election in 2015, Johnson said, “[I]t’s really disturbing for me when I hear … somebody talking about how glad they were to see the neighborhood district councils stand up for single-family zoning and then, in the next breath, disparage the president for wanting to build a wall between the US and Mexico. I see those two things as actually linked.”

Fox, along with fellow activist Carolee Coulter, wrote that Johnson’s comments were “intensely insulting and polarizing, not to mention wrong. He should be ashamed of himself.” Fox and Coulter compared Johnson to Trump; others who emailed me or made comments on my original post have complained that Johnson is comparing them to Trump supporters, the kind of people who chant “Build the wall!” at his Nuremberg-style election rallies. One Johnson constituent who wrote me called his comments “outrageously inflammatory and insulting”; another called it “a divisive and totally clumsy comparison coming from a white man of considerable privilege.”

I called Johnson Friday to see if he wanted to elaborate or clarify what he said last week. Speaking from a crowded bus on his way home to Northeast Seattle, Johnson doubled down. “We are a city that wants to welcome people of all races, all different economic statuses, and all different immigration statuses,” Johnson said. “If we’re truly going to be welcoming to all those different folks, we need to create more housing.”

Does he regret using the metaphor of Trump’s border wall? Not at all: “When we talk about zoning, we need to recognize that zoning is a metaphorical wall around communities. We need to talk about that. We also need to make sure that we understand the ramifications of the decisions that we make—when we choose to either rezone areas or not rezone areas, both of those decisions have real impacts.”

2. The Seattle Department of Transportation came to week’s transportation committee meeting armed with charts and stats showing that the city has made huge strides toward increasing the number of people who bike, walk, and take the bus to jobs downtown; a report from Commute Seattle last week showed that while the city added 45,000 jobs downtown, the number of car trips only increased by about 2,400 per day.

But SDOT staffers were confronted, first, by a disturbing litany of pedestrian injuries and deaths from Johnson and committee chair Mike O’Brien, who noted that even as the city has reduced the number of people who drive to work alone, it has not made similar strides toward eliminating pedestrian fatalities and serious injuries. In the past five weeks, O’Brien noted, six pedestrians have been seriously injured or killed by drivers. If that many people had been killed in the same period by gunshots, O’Brien said, “we would be convening task forces and committees to figure out what we need to do. And yet somehow, when it’s folks walking across the street or biking between jobs, it gets kind of buried in the news and we just go on about life.”

Noting that the city has committed to “Vision Zero”—that is, zero pedestrian deaths or serious injuries—O’Brien said he was asking SDOT to come back to the council in early March with a list of specific short- and long-term recommendations to address the city’s lack of progress. “We should have a city where, whether you’re walking to work or biking to go to the park or walking across the street to get groceries or go get a cup of coffee, that’s not an act of bravery but an act of daily living.”

3. Another number that jumped out at Friday’s briefing: 11 percent. That’s the percentage of Seattle residents who are eligible for a low-income transit pass, known as ORCA Lift, who have actually taken advantage of the program. In our conversation Friday, Johnson said the city should consider enrolling people in the ORCA Lift program when they sign up for other income-limited programs, the way the Seattle Housing Authority now enrolls tenants in the city utility discount program when they rent SHA apartments—or the way King County signed people up for the program when they signed up for the Affordable Care Act last year. “It just goes to show that we have a lot of work to do, not just in our marketing program—as I’m staring the side of the bus, there’s a huge ad for ORCA Lift—but in making sure that that marketing is getting through to the folks that need it most.”

Morning Crank: The Right Side of History

Peter Rogoff

In the spirit of last Friday’s Morning Crank, here are five things I heard at the Transportation Choices Coalition’s New Year’s transportation forum, held last Wednesday at City Hall. I moderated the panel, which included city council member Rob Johnson, TCC advocacy director Abigail Doerr, King County Council member Claudia Balducci, and Sound Transit CEO Peter Rogoff. In truth, the statements I’m quoting are from Rogoff and Johnson, whose comments dealt specifically with the political situation in Seattle; this is not an attempt to silence Doerr or Balducci, the two other women on the panel, whose thoughts on Metro, transit on the Eastside, and the future of transportation advocacy were cogent and valuable. For my Seattle politics site, though, I’ve focused on the remarks specific to Seattle politics, and encourage you to watch the whole event yourself on the Seattle Channel website; the whole thing runs about an hour.

1. Johnson, on what it will take to ensure that Metro’s expansion of Rapid Ride bus service throughout the city will be true bus rapid transit, not just express buses stuck in traffic: “We need to connect with individuals on the ground about the rationale for why [we’re building Rapid Ride]. I can’t tell you how many times I’ve had a conversation with somebody who articulates their strong environmental values and in the same breath talks to me about how important it is for people to have more parking spaces in the city. We need to do a much better job connecting the values of our city around sustainability, the environment, and race and social justice with the importance of capital facilities like bus-only lanes.

“The 44 is a critical bus route that runs, basically, from the very tail end of Ballard all the way through Fremont, Wallingford, and the University of Washington, and I believe we should be expanding that as a Rapid Ride corridor and running it all the way to University Village. When we do, we’re going to receive opposition not just from the community but from business owners who will say, ‘Taking away a parking space hurts my business. My argument would be that everyone who gets on and off a bus has a wallet too, and they could be spending money in your business.”

“It’s really disturbing for me when I hear somebody talking about how glad they were to see the neighborhood district councils stand up for single-family zoning and then in the next breath disparage the president for wanting to build a wall between the US and Mexico. I see those two things as actually linked.” – City Council member Rob Johnson

2Rogoff, on the long history of collisions, many of them fatal,  between light rail trains and pedestrians in the Rainier Valley—a lower-income area, populated largely by people of color, that is the only part of the regional system where light rail runs primarily at street level: “This is not just a light or rail grade crossing safety risk. It is also, quite frankly, more prominently a pedestrian safety risk. There’s a tendency for people to be walking on the streets looking at their devices with earbuds in their ears and it’s killed a whole bunch of people. It already did. There’s only so much we can do, frankly, for someone who insists on walking singularly focused on their device, with music playing in their ears, when our warnings, our available warnings, in addition to putting down gates to actually block [the crossing] is lights and alarms.” (Rail crossings in the Rainier Valley, it’s worth noting, do not include physical barriers between pedestrian areas and the tracks.)

3. Johnson, on the possibility that the city and county will lose federal funds in retaliation for remaining “sanctuary” jurisdictions that refuse to cooperate with federal immigration crackdowns: “We will fight back against those cuts. There is a strong argument that we can make that says you can’t cut our transportation dollars because of a decision that we make on immigration, but we also are prepared to lose every single penny of those federal funds to make sure that we are a welcoming city.

“The biggest concern for me is watching the appropriation process on an annual basis, making sure that the federal funds that have been allocated to us as a region actually get appropriated to us.”

4. Rogoff, on the possibility that the Trump Administration could cut federal funding, to Sound Transit (Trump is reportedly taking its cues on transportation from the Heritage Foundation, which advocates eliminating federal funding for public transit, and his transportation secretary, Elaine Chao, is a GOP insider who is closely affiliated with the foundation):  “[Trump] said a lot of things, actually throughout the campaign. … There’s a lot of upticks that come with [transportation budget] proposals in some administrations and downticks that come with proposals [in] other administrations, but often Congress levels out the upticks and downticks quite a bit. Congress is going to have to consent to the budget presented by the White House. … I would just say, watch this space and see if their proposals will be as draconian as expected.”

Rob Johnson

5. Finally, Johnson, bringing down the transit-loving, density-friendly house on the contentious University District upzone, which Johnson’s Planning, Land Use and Zoning Committee will discuss tomorrow morning:  “This is about making sure that the council members that represent those districts where we’re going to see long-term investments are also going to be willing to stand up to single-family homeowners who are saying,  ‘Don’t turn my single-family home into a place where you can build a duplex or a triplex.’

“I feel, as the chair of the committee, that it’s my responsibility to make sure that we’re a welcoming city for everybody, and it’s really disturbing for me when I hear … somebody talking about how glad they were to see the neighborhood district councils stand up for single-family zoning and then in the next breath disparage the president for wanting to build a wall between the US and Mexico. I see those two things as actually linked. I see us, as a city, really needing to build more housing for more people, because we’re adding 40 people per day but we’re only building 12 housing units per day, and that’s creating an economic circumstance where lower-income people and middle-income people are being forced out of the city, and I think we need the political will for folks to step in that space and create change for more density around those stations. I firmly believe that. It may result in me only having this job for four years, but if that’s the case, I feel like I’ll have gone down on the right side of history.”

Morning Crank: “Not Gonna Happen”

1024x10241. Update on an item earlier this week about the Washington State Democrats’ Executive Committee had about possibly reducing the salary of the party chair now that Tina Podlodowski has been elected to that position. According to several Democrats who were present at the meeting (including members of the executive board itself), the person who raised the possibility of reducing Podlodowski’s salary was executive board member Ed Cote, who suggested reexamining the salaries for both the chair of the party and its executive director. After some discussion, another male board member, Don Schwerin, reportedly asked Podlodowski point-blank if she was willing to take a pay cut; she said no. Folks I talked to who were in the room said they were “horrified,” “appalled,” and “shocked” at both Cote’s line of questioning and Schwerin’s request.

The former party chair, Jaxon Ravens, was paid about $120,000, according to board members, plus a car allowance.

Cote says he raised the question of Podlodowski’s salary as part of a broader conversation about whether both the party chair and executive director should be paid, and how much. But it wasn’t lost on many in the room that Podlodowski is only the second woman to ever serve as state Democratic Party chair—and that the board discussing the possibility that she didn’t deserve the same salary as her male predecessors, Jaxon Ravens and Dwight Pelz, was two-thirds men.

“I just brought up that when [Podlodowski] presents a [Party] budget, I thought it would be good that we have a conversation around the right administrative structure going forward,” Cote says. “We have a paid chair and a paid executive director, and many states have one or the other. … I wasn’t suggesting that the chair was paid too much. … I wasn’t trying to suggest that she was overpaid or anything of that nature.”

Podlodowski says she thinks it’s possible that Cote didn’t think about how his question would come across (and indeed, those who questioned Cote’s suggestion reportedly did so by discussing what similar positions paid at other large nonprofits, rather than observing that the whole conversation was sexist). But, she adds, “when someone did ask me if I would take a pay cut, I was like, ‘Not gonna happen,’ and I’m certainly not going to cut pay of anybody who’s female. But I am going to look at the budget, because it’s always important to make sure that we’re paying people appropriately.”

Podlodowski says that when she signed up for her new insurance plan, she learned that it didn’t cover children, only spouses. (Podlodowski and her wife have three children.) That’s another example, she says, of “why women should rule.”

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2. If you think you’re confused about what to do with the four “democracy vouchers,” worth a total of $100, that appeared in your mailbox earlier this year, don’t worry, you’re in good company. Seattle City Council members and staffed grilled Seattle Ethics and Elections Commission director Wayne Barnett on some basic details of the program yesterday—details that were all laid out in the language of Initiative 122, which voters passed last year, but which, in fairness, you might have missed in the 15 pages of fine print. Some of the council members’ questions, answered:

  • Why is the city mailing vouchers to 508,000 people—are there even that many voters in Seattle? Under the initiative, vouchers must be mailed to every registered voter in the city, which includes “inactive” voters who have long since moved away.
  • Could the city cover the cost if all 508,000 voters tried to “spend” their vouchers at once? The cost of the program, which will cost the city $3 million a year, is limited by campaign spending limits, not the number of vouchers; I-122 specifically says that there must be enough in the budget to pay for three council races in which a total of 18 candidates run using voucher money exclusively. That works out to around $3 million.
  • Can organizations or employers bundle contributions from their members or employees and make a big contribution to a single candidate that way? Not that way—bundling, where a person collects many individual donations and then writes a big check for the entire amount—is illegal, but a campaign is free to ask the members or employees of a large group or company to spend their vouchers on a particular candidate.
  • Since the requirement to qualify for voucher funding is a minimum of 400 contributions of $10 each, couldn’t a candidate just get someone to write them a check for $4,000? No, because viability is determined by how many contributions (100 or more), not the total (a minimum of $4,000, but in all likelihood more).

3. All Home, the coalition that coordinates efforts to reduce homelessness in King County, used a different approach and a different vendor to conduct its point-in-time count of people living unsheltered this year, and homeless advocates like Tim Harris at Real Change have questioned one major change this year: Unlike in every previous year, All Home won’t announce the number of people it counted right away. Previously, All Home and its former partner, the Seattle/King County Coalition on Homelessness, released the number the day after the count; this year, the number won’t be released until June. All Home says it needs the extra time to survey people experiencing homelessness to get a better count of people living in vehicles and tents.

The delay also isn’t sitting easy with Seattle City Council member Sally Bagshaw, who heads up the council’s human services committee. She said yesterday that she wrote a email to Putnam asking him for the raw count number now, figuring that even if a more accurate number is issued later, at least the city would have a baseline for comparison when discussing its strategy for addressing homelessness. “Mark, I’d love an informal update on how the count went and how you’re doing with data when you get a chance,” Bagshaw wrote. “It’s important that we have a baseline and provide my committee with some trend information.”