I wanted to put up one more reminder about tonight’s Metro funding meeting. I would encourage everyone that can make it to show up and voice your support of the CRC. Showing up early is probably a good idea as well. The Council needs to know this is a top priority and adoption of the CRC by the council is critical. Passing this vote onto the people is poor leadership, will hurt any future transportation package (Metro or other), and is just bad policy. Press release below from Streets for All Seattle.
Tonight, the King County Council will be hearing testimony from people like you who want to save King County Metro from having to cut service by 17 percent.
Where: King County Courthouse, 10th floor (516 3rd Ave, Seattle)
Losing 600,000 service hours – significantly affecting four in five riders – will devastate our economy, environment and communities with more congestion, pollution and inequity.
That’s why it’s so important for the King County Council to adopt the $20 congestion reduction charge – a measure that will provide temporary relief until a long-term state solution is found.
This is the most critical week in our effort to save King County Metro. The King County Council must vote to adopt the congestion relief charge on July 25th. Tonight’s public hearing in Seattle will be the pivotal juncture. We need to turnout en masse to show strong support for the measure.
2009 - 2011 SLU Streetcar Average Weekday Ridership (SDOT)
As we have reported before, ridership on the SLU Streetcar has continued to grow since opening in December 2007 as new housing and employment continues to grow in the area. The average weekday ridership figure for July 2011 is based on 1 week of data, so the June data is better to focus on. Average weekday ridership for June 2011 grew by over 900 additional boardings over 2010, with a year over year increase of 200 weekday boardings the year before. From June 2009 to June 2011 average daily ridership grew by 64%. Average weekday ridership and year-over-year growth data below the jump. (more…)
In what was basically a foregone conclusion, the King County Council formally adopted new Metro Service Guidelines today. The vote was unanimous. Discussion about the legislation is here.
Unlike some people here, I didn’t think 40/40/20 was an unmitigated disaster, but it’s good when leaders are able to look past parochial concerns to serve the interests of the county as a whole. Metro is better off with the new policy guidelines.
It’s reasonable to expect we’ll start seeing changes with the February 2012 service change.
Last week Sound Transit released the Final Environmental Impact Statement (FEIS) for East Link. Press release here. After a group effort to look over the thing, there’s not a whole lot that’s particularly new, although over the next couple of weeks we might post on a few interesting details.
ST's Preferred Alignments
ST’s preferred alignment consists of alternatives A1, B2M, C9T or C11A, and D2A. The final decision on Segment C should come later this summer. The total cost is $2.3-2.7 billion (2007 dollars) for a surface alignment through downtown (C11A), or $2.6-3.1 billion for the tunnel option (C9T). C9T buys you an extra 1,000 daily riders (for a total of 50,000) in 2030.
The Executive Summary has one-pagers on each of the endless segment alternatives that ST considered.
I think Roger Valdez’s piece in Crosscut about the importance of schools to a density agenda makes some good observations but ultimately misses some important points.
One issue is the demographic trend towards more childless households in the future, so there’s plenty of room for growth in dense, multifamily housing without any more families with kids moving into the city. Indeed, as a family gets larger the economics of hauling them around in a car instead of transit shift in favor of the car. So I’m not sure, from a strict carbon-accounting perspective, that luring families into the city needs to be a high policy priority.
Everyone is for “good schools.” The problem is, no one can agree how to get there. More funding would probably help, but then spending per student in itself has never been a particularly good indicator of academic success, and skeptics could be forgiven for believing that additional funding wouldn’t lead towards concrete improvements in performance.
People can’t even agree what “good schools” are. The obvious thing to use is standardized test scores, but then there are people who dispute the value of these tests. Is a “good school” one that does really well given the socioeconomic inputs it has, or one that performs well in absolute terms? If you’re administrator trying to figure out which principals are doing a good job, it’s a different answer than if you’re a parent trying to make sure your kid is in a good academic environment.
Installing catenary on the Paris-Strasbourg high speed rail line. Interesting how a new rail line basically starts off as a bare road followed the rails along with the catenary. The other half of the video is the same without the music.
Sound Transit recently released an addendum to their design and environmental analysis for S. 200th St. station. It updates a 2005 document. The map above nicely summarizes the changes. In ST agency-speak this segment is “South Link” while the other two (potential) stops beyond this — Highline Community College and Redondo/Star Lake — are the “South Corridor.” Key changes to the plan:
Increasing the number of parking spaces from 630 to 1,100. This change is driven by a parking study that SeaTac law requires. There are three different configurations (1 garage, 2 garages, or garage plus lot) that might reach this total. The garage would have ground-floor retail/commercial in accordance with SeaTac law.
Add a pocket track just south of the station, which would allow ST to park an additional train at the terminus.
Shift the guideway to keep speeds at 55mph and improve safety at some intersections.
Changes to the planned road revisions, including better bike/ped/bus facilities on S. 200th st.
Move the station 40 feet to the west to avoid power and gas lines.
I’ve emailed Sound Transit to ask what the cost impact is.
Every Independence Day, regional transit agencies run Sunday schedules to accommodate diminished ridership demand while still maintaining modest levels of service for people going out and about. While operating a full weekday schedule wouldn’t have made any sense on the Fourth, there were still multiple large events wrapping up Monday evening, generating peak demand that even weekday schedules would struggle to accommodate. Many revelers were left to wait lengthy periods of time for the next bus to show up.
Similarly, MTA in Los Angeles runs Sunday schedules on the Fourth, and one disgruntled rider there accurately summed things up as such:
I understand why there is less frequent service on Holidays, but what is never pointed out is that a good number of bus routes end earlier on Sundays. Holidays should have extended running hours. Some routes end at 7 on Sunday. The Sun will just be setting! Metro needs to re-look at how they handle holidays so people are encouraged to go out into the city (which will have fireworks) rather than stay home because the nearby bus ends before the sun even retires for the evening.
Because most of the ‘peak’ activity on the Fourth occurs in the late evening, the reduction in demand isn’t proportionally uniform across the span of the day, like it might be for a normal Sunday. While absolute ridership totals on the Fourth of July may rival that of a typical Sunday, the distribution of demand is strongly skewed, with much heavier loads in the late evening. What we’re usually left with is the peak demand occurring just as service levels are tailing off.
A great example of well-crafted Independence Day service plan is what Boston does. Not unlike how things are done here and in LA, MBTA operates a Sunday schedule for the most of the day. The difference, however, is in the evening when MBTA not only runs later and enhanced service on all modes when demand is greatest, but offers free rides after 10:30p. Eliminating fare payment greatly speeds up crowds getting on buses and trains.
I’m not suggesting that transit agencies here go fare-free on Independence Day, but I would like to see more in the way of a special service plan, especially for routes that serve high-trafficked areas in the evening. With high concentrations of people in certain places at once, transit holds a competitive advantage in this arena– a compelling reason to make riding more convenient on the Fourth, and not the time-wasting burden that it often is.
A quick reminder that numerous closures this weekend will snarl regional travel. From Friday at 11pm to Monday at 5am, both SR 520 (Montlake to I-405) and the I-5/Mercer interchange will close completely. SR520 buses will be rerouted to I-90, and expect backups in and around downtown Seattle all weekend.
Saturday is also the 32nd annual Seattle to Portland Bicycle Classic (STP). 10,000 cyclists (including yours truly) will make the 204-mile trek to Portland. For our mutual sanity and safety, you would do well early Saturday morning to avoid Montlake, the University Bridge, Lake Washington from Madrona to Renton, West Valley Highway, Puyallup, Pacific Avenue/SR7, and SR 507.
In addition, I-5 northbound around Joint Base Lewis McChord will be restricted to a single lane (9pm Friday to 5am Monday), and WSDOT is predicting an 11-mile backup just as STPers drive and bus back from Portland. If planning on traveling to Portland, Amtrak Cascades is your ticket out of congestion (ok, Horizon too).
Though these closures will frustrate motorists and transit riders alike, I would suggest making the best of a bad situation either by kayaking/canoeing in Union Bay or by visiting the Arboretum (walk, or take the #11 or #8). The sunny and mild weather, combined with the tranquility afforded by a closed SR 520, should provide a lovely glimpse into the sights and sounds of pre-highway Union Bay. (Each time I visit the Arboretum I’m grateful anew that the R.H. Thompson was never built.) During the last viaduct closure I discovered that it’s really quite stunning to be near a major highway without the attendant white noise; one doesn’t internalize the scale of roadway noise until graced with its absence. So take advantage of it!
It’s late notice, but Transportation Choices Coalition will be hosting their next two Friday forums on potential Metro service cuts as well as the $20 congestion reduction charge (CRC) that could help stave off the cuts for two years. The Seattle forum will be tomorrow, Friday, and the Bellevue one the following week. Some important guest panelists, like county councilmember Larry Phillips and Metro GM Kevin Desmond will be present.
From TCC:
SEATTLE PANEL: King County Executive Dow Constantine
King Council Councilmember Larry Phillips
Seattle City Councilmember & Transportation Chair Tom Rasmussen
Kevin Desmond, General Manager, King County Metro
WHAT: King County Metro Cuts & the Proposed Congestion Reduction Fee: Seattle Forum WHEN: Friday July 8th, 12:00 -1:30 pm WHERE: Bertha Knight Landes Room Seattle City Hall,600 4th Ave,
BELLEVUE PANEL: King County Executive Dow Constantine
Kevin Desmond, General Manager, King County Metro
Additional speakers TBA
WHAT: King County Metro Cuts & the Proposed Congestion Reduction Fee: Bellevue Forum WHEN: Friday July 15th, 12:00 -1:30 pm WHERE: HDR Engineering,12th Floor, 500 108th Ave NE, Bellevue
This is also a good time to remind you of two more CRC hearings that will be taking place next week and the week after.
It’s well past time for another meetup. Our next one will be Tuesday, July 26th at 6pm at The Diller Room in downtown Seattle. Regrettably, this is a 21 & over venue.
We’ll have a couple of guest speakers that should start around 7 and be done before 8.
If you intend to come, please say so in the comments, so we can get a rough headcount.
In yesterday’s guest post from Council candidate Brad Meacham, he asserted that his opponent, incumbent Councilmember Bruce Harrell, had attended only three transportation committee meetings since his term began in 2008.
I’ve now seen evidence that convinces me that this assertion is incorrect. There are at least 6 cases of him attending, and possibly many more. Due to a deficiency in my fact-checking process, I did not catch the error in time for publication. I regret the error.
Editor’s Note: Mr. Meacham is a candidate for Seattle City Council who approached us about submitting a piece. All serious candidates for relevant office are welcome to submit statements to STB about transit, other alternatives to cars, and/or land use.
[UPDATE: I've received credible evidence that the assertion that Mr. Harrell has attended only three transportation committee meetings is incorrect. - MHD]
Just about every candidate in Seattle talks about transit. But for me it’s a personal commitment.
I grew up riding Metro buses like the 174, 132 and 130. I took the Coast Starlight solo for the first time in sixth grade and have made several cross-country trips on Amtrak since. When I lived in New York, Osaka and Tokyo I used transit daily and saw how it contributes to an urban environment. In Seattle, my wife and I chose to live in Columbia City partly because the new light rail line is helping make the neighborhood more walkable.
Safe, reliable and easy transit options would give more Seattleites the choice to get out of their cars and would make it possible to have urban neighborhoods with more residential density and thriving businesses. Owning a car adds about $8,000 in expenses to a family’s annual budget, and being able to live car-free would make Seattle much more affordable.
A signature issue of my campaign is better land use strategy – and the transportation system to make it work. I would like us to implement best practices from great cities around the world and act with a sense of urgency. Once I am elected for the Seattle City Council, I will do the following:
Just so everyone doesn’t forget today is the first of three public hearing around King County on the proposed Congestion Reduction Charge (CRC). Yesterday Metro released more detailed maps of service cuts, reductions or revisions if the CRC is not passed by the council or approved by the voters. From Sherwin’s post a last week.
Those of you bursting with feedback on Metro cuts more than our blog comments can handle will be given an opportunity live in-person with three upcoming public hearings held by the county council’s Transportation, Economy and Environment Committee:
Wednesday, July 6, 6:00 p.m.
Kirkland City Council Chambers
123 Fifth Avenue
Tuesday, July 12, 6:00 p.m.
King County Council Chambers
516 Third Avenue, 10th Floor, Seattle
Thursday, July 21, 6:00 p.m.
Burien City Council Chambers
400 S.W. 152nd Street
If you’re more technologically inclined, you have the option of submitting written comments, but I tend to believe that verbal testimonies have an impact that written words don’t. More of our coverage on the Metro cuts here, here, here, here, and here.
The data isn’t online, but the Metro press release claims Vanpool boardings are up a staggering 29% on last year and singles out RapidRide A as producing a “one-third” increase over the last 12 months. 2011 system ridership is up by 2.4% over the same period last year.
Metro credits a gas price increase of 31% and employment growth of 2.6% as driving increased demand for transit.
If you ride a Metro bus at night you’re probably familiar with the “front door exit only after 7 pm” rule. It states that “after 7 p.m., for extra evening security, board and exit buses via front doors only.” Metro calls it a safety feature and a way to cut down on fare evasion. CORRECTION: Pittsburgh does this. They have a downtown Ride Free Area in effect until 7 pm like us. This is a rule unique to King County Metro. I have not yet found another major metropolitan transit agency in North America that does this Most major cities don’t do this and for good reason, because the cost of delay caused by forcing everyone to exit through the front door outweighs the security and revenue protection benefits.
The rule is now effectively rescinded after a Metro bus driver was assaulted last year for not letting more people out the back door. There is no longer any mention of the front door only rule in The Book, Metro’s transit operator manual. Section 6.19 (Ride-Free Area) and 6.20 (Fare Collection and Loading Procedures) tell drivers that “customers may exit through either door.” Metro spokesperson Linda Thielke confirmed to me that “bus drivers do have the option to open the rear door to allow passengers to exit the coach during [7 pm - 6 am]“. Meanwhile, signs on the rear door, inside and outside, continue to say “Use Front Door Only 7 PM – 6 AM”, even on RapidRide buses.
Things won’t exactly be getting back to a normal weekday tomorrow as the Lions Clubs International’s Parade of Nations is expected to bring thousands out to downtown streets for what is supposed to be Seattle’s largest parade ever. Our advice, of course, is to be sure that you’re aware of the many reroutes downtown and delays that usually accompany them. Driving as an alternative is definitely not recommended.
Slow, often overloaded, and seemingly always late, Metro Route 16 is nevertheless one of the workhorses of north-central Seattle. Starting downtown, heading through Queen Anne to Fremont via Aurora Ave, thence to Wallingford, Greenlake, North Seattle Community College and Northgate, it connects lots of dense neighborhoods and transit destinations. Its roots go back a long way: streetcar service circled Green Lake and connected to downtown via the Fremont streecar bridge, and frequent service has existed on Aurora since the construction of the Aurora Bridge. The 16 was interlined with what was then route 6, the predecessor of today’s 358.
The Seattle Center Detour
According to some Metro planners I chatted with, Route 16 formerly ran out of a bus base, known as North Base, which was located on the east side of what is now the Seattle Center. It was presumably convenient to route the bus past this base, which explains the first oddity on the map above: rather than run straight up Aurora like today’s 5 and 358, the bus serves the stops on 5th Ave N, which, in the northbound direction, requires a stopless loop-like detour of just over a mile and roughly five minutes when traffic is moving freely. This detour is actually much worse than it looks on the map: due to the construction work on Mercer, that road is congested most days and is invariably a parking lot during the afternoon commute. This sitation is going to persist for years, and if the Mercer West project is funded, the construction disruption will probably get worse before it gets better.
Let’s look more carefully at the consequences of this detour on travel times and reliability. The following graph, generated from Metro’s official timepoint data, plots the average measured travel times for routes 5 and 16 throughout the day, between 3rd & Union (Route 16) or 3rd & Pine (Route 5) and Fremont Way and N 38th St. Error bars indicate the standard deviation of the measured travel times, a statistical measure of the variability of those times, and hence the of the bus’s reliability. Chart below the jump.
