November 19, 2008 at 5:46 pm
by John Jensen
In a post yesterday, I asserted that Seattle bus service is subsidized by King County instead of the opposite. But I didn’t exactly prove it which helped launch a very lively comments thread. With the help of Matt from Orphan Road and commenters here (AJ and Multimodal Man in particular), I was able to get some numbers which I’ll keep below the jump.
Here’s the conclusion: Seattle provides 42% of Metro’s revenue, and receives 58% of Metro’s service hours.
Is there anything wrong with this picture? No. Urban areas have good reasons to receive strong transit subsidies. We’re simply exploring this issue because two high-profile (and smart) blogs implied the opposite — that Seattle is subsidizing the rest of King County. I wanted to correct this misconception, since knowing where things stand from an analytical point of view is always a good thing. Read on for why these “subsidies” are a good thing, why Seattle vs. King County debates always come up, and the raw numbers.
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November 19, 2008 at 3:38 pm
by Brian Bundridge
In this part, we will look at how Amtrak Cascades is funded and what it would take to expand service and possible new service including two new stations that will be coming online in 2009. Those new to this series, check out Part One and Part Two
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November 19, 2008 at 8:37 am
by Brian Bundridge
If you haven’t made your reservations several weeks prior, you’re already too late.. Unless you want a sleeper on the Coast Starlight which is almost also all sold out…There are still SOME seats available on the 26th, 29th and the 30th. Those however WILL GO FAST!
Extra trains are the following
#511 SEA -> PDX 1330 -> 1745 becomes #514 PDX -> SEA 1900 -> 2315
#512 PDX -> SEA 1345 -> 1800 becomes #515 SEA -> PDX 1900 -> 2315
Turkey trains start on November 26 until November 30th
Equipment for the extra trains will be used for the Alki Tours Leavenworth Snow Train in December. There will be private cars on this train, which is a first as well. The trips are pretty much already sold out as well. You’ll find me on the Silver Lariat, December 20th.
November 18, 2008 at 9:46 pm
by John Jensen
ECB over at the Slog gave front page treatment to a post from Matt on Orphan Road that claims that Seattle subsidizes King County’s bus operations. In fact, the opposite is true: The rest of King County subsidizes Seattle’s bus service. Seattle has more service hours per the revenue it brings in compared to the other Metro subareas (the subareas are Seattle, East King, and South King).
Matt’s “revenue” figures are fare-box revenue figures — in other words, the money you give the bus driver when you enter the bus. However, the bus system is primarily funded though sales tax receipts. While Seattle gets the most bus service of any subarea, it does not provide a proportionate amount of sales tax receipts. This basic fact, that King County subsidizes Seattle bus service, is the rationale why the 40-40-20 rule exists: That is, 40% of new service hours go to South King, another 40% go to East King, and the final 20% go to Seattle.
Matt’s post correctly illustrates that Seattle bus service is most cost-effective, but the raw numbers also neglect that there are hundreds of thousands of people throughout the county who don’t live in Seattle and who pay for bus service. And frankly, I think when we’re talking about cost-effectiveness or thinking of the word “profit” we’re not in transit-friendly territory. In truth, public transit systems are not always about the most cost-effective routes — otherwise we’d only have buses at peak times and minimal service throughout the rest of the day. And when the entire county pays for transit service, I think it’s fair to expect that much of its population should have some access to it.
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November 18, 2008 at 11:15 am
by Andrew Smith
November 17, 2008 at 9:21 pm
by Andrew Smith
If the 50¢ Metro fare increase John mentioned yesterday does generate $30 million for Metro through 2010, it would fall short of the amount Metro very needs to cover its $70 million budget shortfall. In my last post on the subject, I noted a County Council plan that could save $30 million for Metro by combining redundant departments within Metro with those within the rest of the County. The County Council claimed they needed a proposal that would save $20 million per year, along with another $40 million capital project cuts.
We’ll keep you informed on this subject. Metro’s still short $5 million a year even with the fare hike, capital project cuts, and the possible staffing reductions.
November 17, 2008 at 8:14 pm
by Andrew Smith
This is what the Pioneer Square Station entrance on 3rd between James and Cherry looks like now:
What would look like if Norman Foster’s Civic Square Tower is built? Go below the fold to find out.
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November 17, 2008 at 4:20 pm
by Andrew Smith
According to this Op-Ed in the Province, the work to improve the track between the border in Vancouver by creating a passing track in Delta, BC was completed six months ago. However, the Canada Border Services Agency has imposed new costs on the service, and that has delayed progress the service improvements. Let’s hope they can get their act in shape, the last time I took Amtrak to Vancouver it took hours and hours; any improvement would make the trip much more pleasent.
November 17, 2008 at 4:01 pm
by John Jensen
The King County Council has approved a 50-cent fare hike to be phased in over the next 14 months. On February 1, 2009 fares will be boosted by 25 cents — which will bring one-zone peak fares up to $2.00 and two-zone peaks to $2.50. Fares will be boosted again in January 2010 by another quarter. The fare increases will generate over $30 million of additional revenue through 2010.
November 16, 2008 at 9:10 pm
by Andrew Smith
- Apparently its not just transit around that costs more around here than in other parts of the country. The third runway at Sea-Tac will have cost more than $1 billion when it opens for air traffic next week, and debt service will continue until 2035. The article mentions a future debate about where to put the next airport, since Sea-Tac will likely be overcrowded again by 2024. If debating airports is anything like debating bridges or rail lines, I guess we’ll see a new airport in, oh, about 2060.
- Parking rates are going up around the city, mostly as way to raise new funds. Surprisingly (to me) the business community is for the changes, since it will mean more spaces for shoppers.
- This P-I piece on the Viaduct replacement options has two really interesting facts: 1) at least 766 parking spaces will be eliminated, regardless of which option is choosen, and 2) if option B is chose, daily transit trips to the city center will increase 196,000 to as many as 305,000 by 2015.
- A better bailout for Detroit, have the federal government order a fleet of “green” cars.
November 16, 2008 at 8:50 pm
by Andrew Smith
Details on the Capitol Hill station construction mitigation. Sound Transit spends a lot of money, in this case $610,000, on construction mitigation for businesses around projects, and the Capitol Hill station is smack in the center of a major business district. Sound Transit will even have a full-time staff working in the Capitol Hill Chamber of Commerce office.
The article details a lot of the potential problems that might surface, especially the part around hauling truck-fulls of dirt down Olive Way.
November 16, 2008 at 8:41 pm
by Andrew Smith
Here’s a video of the EMX BRT in Eugene, where they use the same sort of coaches that Rapid Ride will use. Here’s a news story on the system. The BRT system, entitled the “Emerald Express”, has 60% of its route in a dedicated lane, which is always the sign of a good transit system. Currently there is no fare for rides on the route.
I’ve seen this from a car, but I don’t know anything else about this system, have any of you been on it?
November 16, 2008 at 1:13 am
by Andrew Smith
Evan Siroky, has this great page full of ideas and ways to get between cities on public transit. My favorite is from Seattle to Victoria BC on bus and ferry.
November 14, 2008 at 9:19 pm
by Martin H. Duke
 The latest issue of ST’s Regional Transit News includes a proposal to speed up the 554, and do a major re-route of the 555 and 556 between DT Bellevue and the Eastgate P&R.
The 554 would stop only on the HOV access ramp and continue on to Issaquah or Seattle, rather than circle around to the bays in front of the garage. This would save five minutes each way, allowing more service along the corridor, while adding a 900 ft. walk for those that have to transfer.
As someone who will have to do that walk, but is also reasonably young and fit, I’m comfortable with a short walk to prevent torturous routing. I don’t know where they’d get the money to do this, but it would be especially nice to duplicate or move the elevator in the SW corner of the garage to the Southeast corner, to allow easy access from the 142nd Ave bridge.
As for the 555 and 556, they’d travel via Bellevue Way and the South Bellevue Park and Ride. This would speed up the total trip time by about 5 minutes, in addition to improving connections between S. Bellevue P&R (a future light rail site?) and numerous other places. I’m certainly excited that in 2020 there would be reasonably direct route from Eastgate and Issaquah to the station.
Between the two routes, the only stop that would go away is the Factoria stop on the 555, to be replaced by the one at S. Bellevue. Keep in mind that each of these routes only goes in one direction during peak times.
The changes are expected to occur in June.
November 14, 2008 at 4:43 pm
by Andrew Smith
The Federal Transit Administration announced to Congress today it’s plan to fund University Link to the tune of $813 million. The notification is the second to last step to ensuring the full funding grant agreement between the FTA and Sound Transit. After today, Congress as 60 days to discuss the agreement, and if nothing unsurprising happens, the FTA will be able to execute the agreement. So by the middle of January, the FTA can start giving Sound Transit money to for University Link.
The press release, I can’t find a link, includes this quote:
University Link will provide a reliable option for drivers and transit users who are stuck on I-5, a facility that operates over capacity for up to eight hours a day, with vehicle speeds running between 15 and 35 mph. Already, buses can run up to 30 minutes behind schedule due to congestion. Compared to bus service, University Link travel times will be almost three times faster. From the University District, it will take 9 minutes instead of 25 minutes to get downtown and 3 minutes instead of 22 minutes to get to Capitol Hill.
Three minutes from the UD to Capitol Hill. Amazing.
November 14, 2008 at 12:00 am
by Andrew Smith
WSDOT has this site detailing eight options for the Alaskan Way Viaduct replacement. The plans differ pretty remarkably, from a “low capital” surface-option with little built to deep-bored tunnel, and even a covered four lane elevated structure, with a sky-bridge and development underneath the roadway. Definitely view the plans, and check out the interactive flash map.
Each option seems to include either the Alaskan Way Viaduct or the “Central Streetcar” line on First Avenue, with the exception of option ‘d’, the new elevated highway. I don’t actually know if any of these options include funding for these transit improvements. Option ‘e’ is doubling down on the viaduct, with a truly massive, super-structure on the waterfront. I’m partial to ‘b’, the surface-transit option.
Which do you prefer? What is the worst? Let us know in the comments.
H/T to the estimable Gordon Werner.
November 13, 2008 at 10:29 pm
by Andrew Smith
Check out the 520 bridge survey here, put together by the Washington State DOT and the Washington State Transportation Commission. I travel across the bridge every day, so I’m glad I get the opportunity to speak up. There are also a few questions about spending a bit of the money on transit accross the lake.
November 13, 2008 at 7:17 pm
by Brian Bundridge
Here are some updates for you hungry light-railers.
Central Link:
The overhead wiring is progressing in the northbound Beacon Hill tunnel and connecting the system to the MLK and initial test segment. These items should be completed by the end of the year. As usual, once the wiring is finished, dead wire testing will follow before live testing through the tunnel will be allowed. Wiring has been completed in the southbound tunnel and crews are working to finish up connecting East Portal to Walden Street.
All LRV’s have arrived on the property but not all accepted. Once the equipment finishes burn-in and performance testing, they will be accepted by Sound Transit.
All MLK Stations are completed.
Full line testing will start next Spring (DTSS to South 154th Street)
Beacon Hill is still scheduled to open on time.
Airport Link:
Rail is completed up to the station. I originally thought it went into and through the station but it’s just outside of the station.
Ballast has been laid out along the Airport Expressway and has been tamped to spec.
OCS System will start installation sometime early next year.
U-Link:
Construction starts in November/December
November 13, 2008 at 10:26 am
by Andrew Smith
Something I learned at the meet-up yesterday: you can board a bus whose board says “Terminal”, “East Base” or “Atlantic Base” bus if you wave the bus down. It is still up to the driver, but the drive can accept passengers. However, a bus marked “Not in Service” will not stop.
Interesting. I guess next time I’m on my way to Tukwila, I’ll look for “Atlantic Base” buses.
November 13, 2008 at 9:53 am
by Brian Bundridge
I had a lot of questions come up regarding some of the other services that are currently being offered between Seattle and Portland and figured I’ll list them out real quick.
Amtrak Cascades – Seattle King Street Station to Portland Union Station
Cost: $28 to $50 One Way, Upgrade to Business Class $14
Maximum Seats: 250
Daily Roundtrips: 4 + Coast Starlight
Trip Time: 3 hours 30 minutes (< 4 hours and 5 minutes for Coast Starlight >)
Seaport Airlines – King County Airport (Boeing Field) to Portland International Airport
Cost: $99 to 224 One Way
Maximum Seats: 8
Daily Roundtrips: 8
Trip Time: 90 minutes from BFI-PDX
KC Metro Route 170 to/from Downtown Seattle – 30 minutes, 6 trips a day, Weekday Only
Portland MAX: 45 minutes
Alaska/Horizon Airlines – Sea-Tac International Airport to Portland International Airport
Cost: $95 to $149 One Way
Maximum Seats: 70
Daily Roundtrips: 25
Trip Time: 45 to 50 minutes
KC Metro Route: 194 from Downtown Seattle, All Day and Weekend Service
ST Route: 560 from Downtown Bellevue, All Day and Weekend Service
Portland MAX: 45 minutes
Shuttle Express – Downtown Seattle to Downtown Portland
Cost: $69, 15% Gratuity not included, One way
Maximum Seats: 6
Daily Roundtrips: 3 on weekday, 2 on weekends
Trip Time: 3 hours depending on traffic
Greyhound – 7th and Stewart in Seattle to Portland Union Station
Cost: $30 to $35 One Way
Maximum Seats: 49
Daily Roundtrips: 7
Trip Time: 3 hours 15 minutes to 4 hours and 15 minutes
I hope this helps with any decision you make between Seattle and Portland!
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