The Sound Transit Executive Committee meeting on December 11, 2025, tackled several high-stakes financial and infrastructure issues, approving a study for fare gate implementation while remaining highly divided on whether to proceed with plans for a second downtown Seattle tunnel for the Ballard Link extension. Additionally, the committee awarded CEO Dow Constantine an “outstanding” performance rating but deferred action on his compensation.

Fare Gate Retrofit Study Moves Forward

Facing a current fare compliance rate of 61%, down from 85% in 2019, the Executive Committee approved a motion directing staff to conduct a fare gate retrofit implementation study and develop a pilot proposal. Staff noted that the current low compliance rate resulted in approximately $15 million in unrealized revenue last year, a figure that could climb to about $30 million annually as ridership grows toward ST2 completion.

The staff presentation highlighted that systems nationwide are installing fare gates to ensure better payment rates and potentially reduce negative interactions between non-paying customers and transit workers, which has led to assaults on Fair Ambassadors.

While a previous 2022-2023 study suggested that gating every rail station would offer a long-term return on investment, gating just five key stations proved "more compelling". Staff noted that over 80% of current Link ridership uses only 10 stations, suggesting potential prioritization.

The successful motion, M2025-64, was forwarded to the full board with a “due pass recommendation”. Unresolved issues requiring further analysis include determining the right number of stations to retrofit, specific technical challenges (like circulation, accessibility, power, and data constraints), and how the shift would impact the agency’s Fair Ambassadors, who currently spend significant time assisting passengers and monitoring the system.

Deep Division Over Downtown Tunnel Alternatives

Staff provided an assessment exploring if the entire ST3 light rail network—including the planned Ballard extension—could operate using solely the existing downtown Seattle transit tunnel (DSTT), thereby deferring or eliminating the need for a portion of the new tunnel planned under ST3.

The ST3 plan requires a new tunnel to allow for spine segmentation, which would enhance reliability and operational flexibility by running dedicated lines. The Ballard Link extension is currently projected to cost between $20.1 and $22.6 billion.

Staff analyzed two alternatives to the full build that relied on the existing tunnel:

• Interlining Concept: Merging the Ballard line into the existing DSTT. This option offered potential cost savings of up to $4.5 billion and allowed for seamless, same-platform transfers downtown. However, this plan carries significant risk, primarily requiring a multi-year closure (estimated 2 to 3 years) of the existing One and Two lines through downtown Seattle to construct the tie-in. This closure would necessitate the use of bus bridges.

• Stub End Concept: Terminating the Ballard line below the existing Westlake station, requiring riders to transfer between the new line and the rest of the network. This concept offered potential savings of up to $4 billion but would require the construction of a new Operations and Maintenance Facility (OMF), likely in Interbay.

The main challenges for both alternatives involve increased service expectations on the existing DSTT, making it a “single point of failure” for the entire system. Furthermore, changing the project scope would fundamentally delay ST3, including the environmental review process for Everett and Tacoma Link extensions, potentially halting the entire program for four or five years.

While Board Member Balducci argued the potential savings of up to $4.5 billion must be taken seriously given the agency's $34 billion shortfall and that the board must be "ambitious and creative", the majority of the committee expressed strong reservations. Chair Somers concluded that pursuing the alternatives would be a "very bad idea" because the estimated savings could easily be reduced to zero by delays and problems.

The committee reached no conclusion and decided to present the staff’s findings to the full board next week for further discussion.

CEO Performance Rating Issued, Compensation Deferred

Following an executive session, the committee returned to approve a motion reviewing the performance of Sound Transit CEO Dow Constantine. The committee awarded Mr. Constantine an "outstanding" performance rating.

However, the committee voted to defer consideration of both a merit increase and the discretionary annual contribution to a later date. Mr. Constantine stated publicly that he had requested the deferral, noting his focus on achieving key organizational goals: opening East Link, increasing reliability, safety, security, and cleanliness, and balancing the long-range financial plan.

The committee forwarded the performance rating and deferral of compensation to the full board with a "due pass recommendation".

Labor Standards for Affordable Housing Examined

The committee also held a policy discussion regarding a proposed amendment to the Equitable Transit Oriented Development (TOD) policy. The amendment proposes requiring general contractors on TOD projects that include housing to submit a Project Labor Agreement (PLA) or, alternatively, meet labor standards that include paying the commercial prevailing wage.

Currently, Sound Transit requires developers of affordable housing to pay contractors at least the equivalent of the residential prevailing wage. Staff analysis estimated that applying the substantially higher commercial prevailing wage standard would add $6 to $8 million per project, potentially complicating financing for affordable units and setting a new precedent compared to other regional affordable housing funders.

Staff was directed to convene discussions with labor partners, housing providers, and other relevant jurisdictions to gather more information and potentially explore options, such as incentivizing higher labor standards rather than mandating them