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Lacey council weighs renewing transportation tax as debate grows over sidewalks vs. road maintenance
Summary
At a March 10 work session the Lacey City Council reviewed the Transportation Benefit District renewal, hearing staff analysis that keeping the 2017 repair/rehab ballot language improves passage odds while adding new sidewalk construction would reduce pavement funding and lower the Pavement Condition Index over time. Council asked staff to return in April with timing, outreach and language options.
The Lacey City Council discussed renewing the Transportation Benefit District sales-tax authority at a March 10 work session, weighing whether to keep the 2017 ballot language limiting the tax to pavement rehabilitation and sidewalk repair or to expand it to allow construction of new sidewalks.
Staff presentations framed the choice as a trade-off between sustaining the city’s high pavement condition and using limited local revenue to fill persistent sidewalk gaps. Jamie Connor, the city’s project/pavement manager, said Lacey’s network PCI (pavement condition index) is 84.6 across about 184.9 centerline miles, with roughly 96.8% of road miles in good or very good condition. “If we maintain current funding,” Connor said, “our PCI will stay near the low‑to‑mid 80s; if we reallocate material dollars to construct new sidewalks, the model shows the PCI dropping and deferred maintenance rising substantially over the next decade.”
Why it matters: The TBD provides nearly $4 million a year in local funding that the city uses for overlays, crack sealing and other preventive work; staff estimated that preserving current pavement funding requires about $4 million a year. Renewing the TBD with the narrower 2017 language would be a straightforward renewal pitch to voters, staff and several council members said. Adding an explicit allowance for new sidewalk construction would enable the city to build priority gaps but, according to staff projections, would reduce the funding available for pavement rehabilitation and increase long‑term reconstruction costs.
Staff and council also reviewed sidewalk metrics and a cost example. Harvey (staff) said a city survey identified more than 18,000 vertical sidewalk offsets citywide and that constructing new sidewalks can run roughly $2–$2.5 million per 1,000 feet when full street‑section work (storm, curb, gutter, lighting, easements) is required. Using 22nd Avenue as a sample segment — about 800 feet — staff estimated an example cost of roughly $2 million.
Council debate centered on two decision points: timing (November 2026 general election versus a February 2027 special election aligned with the TBD’s 10‑year anniversary) and ballot language (renew the 2017 repair/rehab language or expand to allow new sidewalk capital). Several council members argued the best chance of passing is to retain the same language and put the measure on a general election; others urged preserving the option to direct limited TBD funds to high‑priority sidewalk gaps, especially school routes and missing links in low‑income neighborhoods.
No final action was taken. The council directed staff to coordinate with Fire District 3 and other jurisdictions that may have ballot measures, to conduct public outreach and to return in April with updated costs, proposed ballot language options and recommended election timing. “We need to start public outreach quickly,” the Chair said, “so we can test language and priorities before a July resolution deadline if we pick November.”
The issue will return to the council for further policy direction and a possible formal resolution to place a renewal on an upcoming ballot.
