PSBS Has Vendor and Funding

PSBS Station Public Input

PSBS Station Public Input

This morning Puget Sound Bike Share (PSBS) sent out a substantial and very exciting update confirming rumors that a new, financially solvent bike share vendor has been selected and that the private funding necessary for a full initial launch has been secured. Details on funding will come in May, and an online survey for station locations has been posted online. Earlier this week PSBS published a job posting for a general manager, hinting that a concrete implementation and financing plan had come together. News release below:

Puget Sound Bike Share Confirms Supply Chain Partners for Bike Share System Equipment

April 3, 2014 – In preparation for its 2014 launch, Puget Sound Bike Share announced today that it will be moving forward with world-class partners Alta Bicycle Share and 8D Technologies to provide bike share station hardware, software and operational solutions.

Alta Bicycle Share and 8D Technologies’ software for Seattle will build upon solutions tested and successfully deployed by bike share networks in Washington D.C. / Arlington, Boston, Minneapolis, Melbourne (AUS), London (UK), Toronto, Ottawa, and Montreal (CAN).  Seattle’s will be the first program to launch with the new Alta/8D hardware solution.  Consistent with Puget Sound Bike Share’s plans to launch Phase I of the program in South Lake Union, Downtown, Capitol Hill and the U-District, the agreement includes delivery of 50 stations.

An order for 500 bikes will be placed with a well-known global manufacturer later this month. [Read more...]

New Empire Builder Schedule Begins April 15

Wikimedia

Wikimedia

Since we last wrote about the Empire Builder’s woes, things have only gotten worse. When writers start doing novelty pieces about “riding the worst train in America”, you know things have gotten bad. In February 2014 the median arrival delay in Seattle was 4.7 hours, and the average delay was 5.6 hours (see chart below), excluding the 4 days the train didn’t make it to Seattle at all. After delays of up to 16 hours, even Amtrak spokesman Marc Magliari was saying the kinds of things you never want your PR person to have to say:

“You’ll get some people who’ll say ‘never again’ after going through that, and you and I can certainly understand why.”

Empire Builder 1
While previous issues still occasionally cause delays or cancellations, such as Pacific Northwest mudslides or high water at Devils Lake (an intractable problem in an endorheic basin), the blame this time around falls squarely on North Dakota’s oil boom and the constrained track capacity it has caused. While track expansion projects are underway, causing additional delay themselves, the problem will persist indefinitely.  Yet Amtrak has a mandate to run the train, and run it it will. To that end,  Amtrak has released a revised schedule that it hopes will at least be somewhat realistic. Beginning April 15, eastbound trains will now leave Seattle three hours earlier, at 1:40pm, and westbound trains will arrive in Seattle 90 minutes later, at 11:55 am.

I’m a strong supporter of intercity rail, but we do ourselves no favors to downplay this terrible performance or to sugarcoat the human misery these delays cause. As someone who particularly cares about eventually giving Spokane better than its current graveyard service, seeing our fate so miserably tied to North Dakota’s  is a shame.

Lost in this mess is the fact that the Empire Builder runs rather well here in Washington (see chart below and compare above), and we shouldn’t let miseries in the upper Midwest deter us from seeking better service across our state. This new schedule will have the (accidental but pleasant) effect of giving Spokane decent eastbound service, with a 9:00pm arrival time. (Westbound will get  worse, however, with a 3:45am departure.)

Empire Builder 2

Meanwhile, on this side of the Cascades, we have 7 trainsets making only 13 daily runs, an overcapitalized and underused fleet that awaits the completion of the Point Defiance Bypass and other projects. I would love to see WSDOT fund a temporary pilot project to give daily roundtrip service to Spokane through 2017 using one of those surplus sets, just to give Eastern Washington a taste of intercity travel that is better than either uncomfortable buses or unreliable trains. If the train performed poorly, we could cut it. If it performed well, we could fund it.

News Roundup: Nerdy and Dry

This is an open thread.
 

What’s Important in an SDOT Director?

The Mayor’s Office is seeking the input of Seattle residents into the qualities and expertise Seattle should emphasize in its next director of the Department of Transportation. There’s a very short questionnaire that asks you some general questions about your transportation priorities. If you’ve been following our SDOT coverage over the years, you’re well-qualified to answer these questions. Please do so by April 8th.

Beyond the obvious need for transit speed and reliability improvements, please also consider the emphasis on pedestrian and bike safety over car throughput, through SDOT programs like the road diet.

You can also attend the public meeting at Seattle Center this Saturday, if you RSVP online.

January 2014 Sound Transit Ridership Report – Oh My!

090216-st-suluFor once the most impressive aspect of the monthly ridership release isn’t Link’s continued and unprecedented strong growth but the release itself.  For the first time since I’ve been following this Sound Transit gave their ridership report a radical makeover.  So radical, I had to ask Sound Transit what the deal was.  I’m going to start off with my usual monthly summary, then the questions/response with Sound Transit’s Dave Huffaker about the update, then my usual charts.

January’s Central Link Weekday/Saturday/Sunday boardings were 27,951/21,929/17,182, growth of 12.1%, 36.8%, and 35.1% respectively over January 2013. Sounder’s weekday boardings were down 1.7% due to disruptions on both North and South lines although strong weekend service brought total ridership up to 4.7%.  Total Tacoma Link ridership was down 6.7% with weekday ridership declining 5.3%. Weekday ST Express ridership was up 5.8%, with most growth occurring on East King and South King routes. Complete January Ridership Summary here>

It appears Central Link has reached a pretty historic milestone the last few months in that this is the fourth month in a row that Central Link has added more boardings, year-on-year, than all other Sound Transit services combined.  ST Express added 83,638 boardings, Central Link 112,228.  (Credit to Brent White for pointing this out).

Now for more information on all the new goodies in the new report:

Me: Would you mind giving me a bit of an explanation of what changed, why it changed, and do you see any more changes coming in the future?

Dave: Thanks for your interest. I am excited about our new format for our monthly ridership and performance information. As you may know, we previously had two separate reports that the Operations Department presented to the Operations & Administration Committee—one was the monthly ridership report, the other was our monthly modal performance data sheet. While they both provided a lot of data, I never felt that they conveyed the data in a real user-friendly way, and they also didn’t have the same look and feel to each other.

Much more of Dave’s response below, followed by my usual charts. [Read more...]

Vote Yes on Prop 1 (Really)

[April 1st fun's over, back to our regular programming. - Ed.]

Martin recently participated in a forum for employers about Proposition 1, the ballot measure to maintain Metro’s current service levels and fund road maintenance. Towards the end, one attendee asked the panel, “What are the reasons people are giving for voting against this? It seems like a no-brainer.”

That attendee was exactly right. That we should keep bus service hours at least at their current levels is such a blindingly obvious requirement for an economically robust, environmentally clean, and socially just region that it seems tedious to write down the reasons why. However, to summarize: transit is open to people of nearly all incomes and abilities; is better for public health than car use; levies few externalities on others; uses less precious road space per person; and provides a refuge from accident deaths, air and water pollution, and the perils of road users texting while driving. It is critical to the operation of our most economically important neighborhoods and a crucial discriminator for our economy in the global competition for talent.

As  Metro’s ridership grows to record numbers along with our region, and cars continue to make less sense, the demand for transit will only increase. Clearly, a cut in the taxes we pay for transit (a No vote allows the $20 tab fee to expire without replacement) is moving King County in the wrong direction. Moreover, Prop. 1 frees King County from the hostage situation where the legislature will not let us save Metro without also approving massive, sprawl-inducing, climate-altering highway expansion.

The arguments against this vote – both sincere and insincere – simply do not stand up to scrutiny.

  • Metro has already made significant efforts to reduce its budget hole – including winning concessions from its unionsraising fares three times, cutting low-performing service, and cutting back in places where it shouldn’t, like cleaning bus stops, security, and customer information. In fact, the transit-hostile state legislature was so impressed with their measures that Metro was the only agency to win temporary authority for a $20 license fee to avoid cuts two years ago.
  • Although a vehicle license fee and sales tax would not be our first choice, they are the only option for the County; moreover, a low-income license fee rebate and low-income fare will largely blunt the impact on low-income car owners and leave low-income bus riders significantly better off.
  • Predictions about the future are hard, and while cuts might not be exactly 17% if Prop 1 fails, they will still be on a large and unacceptable scale.
  • A needed restructure of the route network is easier to execute when service is growing — which allows new service patterns to coexist with the old, build their own constituency, and prove their worth — then when cuts force everyone into a defense of what they currently have.
  • All of our transportation modes are subsidized, especially when they get into trouble. For starters, the sales tax exemption for gasoline is a huge giveaway to drivers (over $650m per year statewide) paid for by the rest of us. To single out a sustainable form of transportation to pay its own way makes no sense.

Proposition 1 is indeed a no-brainer. The high-level principles are clear, and the tactical arguments against are nonsense. We urge you to vote yes before April 22nd, and to donate your money or time towards passage.

The STB Editorial Board currently consists of Martin H. Duke, Matthew Johnson, and Frank Chiachiere.

Vote No on Prop 1 [April Fools']

PRT on Ballard Ave (artist's rendering)

PRT on Ballard Ave (artist’s rendering)

[UPDATE 11:11 amApril Fools', obviously! If you would like to know what we really think about Prop. 1, here's our actual endorsement. The title above is altered if anyone is in any way confused.]

STB staff writers are free to take whatever positions they’d like, and many have done so by arguing forcefully for the passage of Prop. 1 to maintain existing service levels.

However, in the opinion of the editorial board, buses are not the future of public transportation. Newer technologies are on the horizon that will not only be cheaper to operate, but will actually turn a profit. It makes no sense to double down on a tax structure that will one day be irrelevant.

I’m referring of course to Personal Rapid Transportation, or PRT. Imagine a vehicle that delivers you with no wait from where you are to where you want to go. This vision is possible with just a little leadership from our elected officials.

We can’t help but notice that Prop. 1 gets us no closer to the future. In fact, it dedicates valuable taxing authority to ephemeral service hours when we could be using it to make a permanent investment in transit.  The Editorial Board is disappointed to learn, via a public records request, that not a single councilmember from either the City of Seattle or King County has visited Morgantown, WV.  Had they done so, they’d find a shining example of the kind of transportation that could revolutionize our Emerald City. It’s one of many ways in that Morgantown is a city Seattle should emulate.

Moreover, if bus service is worth paying for then we should all chip in to pay for it. The King County Council’s low-income car tab rebate and new low-income fare are a huge giveaway to the working poor from scarce transit dollars. Unless we nip this sentiment in the bud, they’ll expect that the legislature actually tax them less than their job-creating, hardworking bosses when PRT comes up for a vote.

The desire for a stopgap is understandable. But King County voters should keep their eyes on the prize and demand a solution to our transit problems that won’t be obsolete in five years. Vote no on proposition 1.

Bubbles and Housing Stock

Paul Constant, The Stranger:

On the other hand, Seattle sure does feel awful bubble-like lately, doesn’t it? There’s so much construction happening everywhere that I’m reminded of Seattle in 2000, or 2008. And worse, it’s all aimless, unfocused construction of the kind where everyone is building the exact same type of building over and over again—luxury condos, with retail on the ground floor—and some of them are certainly doomed to fail. How much retail-on-the-ground-floor does Seattle need? Shouldn’t we be smarter about growth, and consider holistically what this city needs? Even worse, all of the construction is aimed at the wealthy, and in today’s America, we all know that there are only a limited number of wealthy people to go around.

I call your attention to the post because Paul’s remarks do a good job of illustrating how most people think about housing supply and demand.

Paul is absolutely right to sense the outward manifestations of, if not a bubble, then at least a general frothiness in the Seattle real estate market. Cranes are everywhere. 10,000 units opened this year and nearly 15,000 will open in 2015. Housing prices are rising. Houses are getting multiple bids, often well above asking price. Coincidentally, housing prices are now almost exactly where they were when Seattle Bubble author Tim Ellis started his blog in 2005.

However, none of that proves we’re in a “bubble” per se. My best read of the market right now is that we have low supply and high demand driving prices up. In 2007, there were over 12,000 single-family homes on the market in King County. Today there are just 3,000, despite the increase in population.  Real estate bubbles are typically fueled by large numbers of people borrowing easy money to buy a home that everyone assumes will appreciate wildly. Today, relatively few people qualify for a mortgage and even fewer can find a house to buy (in Seattle, anyway). 

Also, to my eye there appear to be far fewer “luxury” developments than the last housing boom. What I see are mostly apartment buildings targeted at renters, not ornate condos like Escala in Belltown. I do agree that the style of multi-housing is fairly monotonous: 6-story “breadboxes” with retail on the ground floor. But that has more to do with the zoning codes than anything else. Will all that retail fill up? Hard to say. There are only so many tanning salons and Potbelly sandwich shops to go around (and many retail categories, from travel agents to bookstores, simply no longer exist). In the long run, though, I’m not sure how much it matters. On Capitol Hill, the auto repair shops of yesteryear have been converted to serve truffle fries and roasted brussel sprouts. Spaces can be adapted.

I also think it’s interesting to say that some of these developments are “doomed to fail.” Fail for whom? We overbuilt in 2000 and 2008, but the housing stock that was created during those periods was all filled up by 2003 and 2011, respectively. Some developers took it on the chin, no doubt, but that’s the game. Meanwhile, Seattle got more housing. In the long run, yesterday’s luxury housing becomes tomorrow’s middle-income housing.

Again, I don’t bring this up to pick on anyone. I think Paul’s expressing a common sentiment when it comes to real estate development. I just think it’s worth considering the costs and benefits of development from a few different angles.

Reminder: Meetup April 2nd.

Just a reminder that on April 2nd from 5:30-7:30pm Seattle Transit Blog is co-hosting a meetup at Hattie’s Hat in Ballard with Seattle Subway, in order to help raise money for Move King County Now.  City Councilmember and Sound Transit Board member Mike O’Brien will be speaking, STB writers will be present, and light snacks provided.

Details/RSVP here.

Visualizing Cuts to Seattle’s Frequent Transit Network

Screenshot of interactive comparison between today's network and network after service cuts

Click on image to enlarge and compare with present network.

I made an after cuts version of my frequent transit map to show how many neighborhoods throughout the city will lose frequent service if Metro cuts service due to a funding shortfall.

Sunday Open Thread: Gigapixel Seattle

Explore the picture itself here.

Bellevue TC & Hospital Station 60% Design

by DAVID SEATER

Bellevue Transit Center Station - Aerial View

Bellevue Transit Center Station – Aerial View

On Tuesday Sound Transit hosted an open house to present the 60% designs for the Bellevue Transit Center and Hospital stations on East Link, incorporating feedback from the 30% design presentation last May and the cost-savings changes approved in April 2013. These stations are expected to open in 2023 and will generate 7,000 of East Link’s projected 50,000 daily riders in 2030. The presentation and meeting materials are available on Sound Transit’s website. As elsewhere along East Link, ST is still in the process of selecting final names for these stations.

Highlights of the design changes include:

  • Canopies at the Bellevue Transit Center now cover the majority of the platforms.
  • A new eastern entrance to the Bellevue Transit Center station due to the revised station location along NE 6th St.
  • Hospital Station will have stops for RapidRide curbside along 8th in the existing locations and a drop-off loop for Access paratransit immediately adjacent to the station.
  • A Sound Transit owned and maintained pedestrian path will connect Hospital station directly to 116th Ave NE.
  • The tunnel underneath 110th Ave NE will be dug using the Sequential Excavation Method instead of the previously proposed cut-and-cover method.

Representatives from the City of Bellevue and the Bellevue Light Rail Permitting Citizen’s Advisory Committee were also present to introduce the Downtown Livability initiative, station area planning, the redesign of the Bellevue City Hall plaza, and a new downtown neighborhood association.

[Read more...]

New Darrington Bus Route 231

rt231.As workers continue to search for any survivors in the devastating Oso mudslide, Community Transit has just started a new alternate bus route, 231, serving Darrington and nearby communities that lost service on route 230 due to the blockage of State Route 530. The route takes the long way around, via State Route 20 through Skagit County.

The schedule is available here. Community Transit is also working with affected residents to form vanpools.

Our hearts go out to those who lost loved ones in this tragedy. Our gratitude goes out to the army of rescue workers who have done everything from providing food, shelter, clothing, and transportation, to digging through the muck to find anyone who might still be alive under there.

Never Mind About Those Express Buses

When passenger train service is on the ballot, there always seems to a group saying that bus rapid transit (BRT) is better than rail. The Eastside Transportation Association (ETA) was that group in 2008, when voters passed Sound Transit 2.

flip flopHere is an ETA campaign piece calling for “BRT” instead of Light Rail Transit, from that 2008 campaign. By BRT, the group really means an enlargement of the network of express bus service.

Here is another ETA campaign piece calling for “Bus Rapid Transit”, with a headline (pg. 5) of “We Need More Transit – NOW!“, also from the 2008 campaign.

Oddly, ETA is now campaigning to downsize the regional express bus network, such as it is, by working to defeat King County Proposition 1.

There isn’t anything in Proposition 1 about building rail for ETA to complain about. Proposition 1 is about saving the Metro bus service we currently have. Also, cities would get 40% of the funding stream from Proposition 1 to do needed maintenance of bridges, roads, and sidewalks.

Defeat of Proposition 1 would lead to King County Metro having to cut 17% of its bus service hours. Nearly every eastside bus route would be impacted. In particular, 12 of Metro’s 21 eastside commuter express routes would be cut entirely.

The Eastside Transportation Association did not respond to my request to clarify its position on Proposition 1, but the most recent statement it has on the topic makes it clear it is opposed, and believes too much money is already being spent on buses.

City Changes Regulations on Taxis of All Types

wikimedia

Although the City Council’s final compromise wasn’t quite everything car-free living advocates might have wanted, the legislation as a whole could be a positive event for Seattle. It’s positive if it’s the first, rather than the last, step in the evolution of how Seattle pays for car rides.

Anna Minard provided the most concise summary of what the bill does:

• Rideshare companies—that’s uberX, Lyft, and Sidecar, which are being referred to as “Transportation Network Companies”—must abide by a rule that no more than 150 drivers can be active on their system, ready to pick up passengers, at a time. Given that Uber last week revealed they currently have about 900 drivers and “regularly exceed” 300 drivers on system at a time, that could really change their service.

• Allows for-hire drivers to pick up street hails but not passengers from taxi stands. (Until now, they’ve been barred from picking up people hailing cabs on the street and limited to only picking up prearranged passengers.)

• Adds 200 new taxi licenses over the next two years.

• Adds new insurance and safety regulations to the app-based services, while also trying to block TNCs from working around the driver caps by creating multiple shadow companies. It also gives the city council authority to remove the cap on the number of drivers in the future, instead of leaving it to city regulators.

For users of everything other than the TNCs, this is an unmitigated good thing. On-demand car travel becomes much easier with for-hire drivers available for immediate use and more taxis.

The impact on TNC users is mixed. The old situation is an unregulated gray area with few rider protections. The bill creates those protections, while forcing a de facto decrease in the supply of drivers. The latter is bad for consumers, but I can appreciate the Council’s position. It makes no sense to destroy the taxi industry with onerous regulation while allowing a competitor to operate without limitations. A superior solution for consumers would be to lift taxi caps too, but the conservative thing to do is to ease the taxi caps and for-hire restrictions while hobbling the TNCs enough to give their competitors some breathing room.*

That’s all fine as an intermediate step. The ultimate policy objective should be to phase out arbitrary caps on all sorts of driver services. A city where it’s easy to get a ride when you need one is a city where not owning a car is a very attractive option, which will boost transit ridership and decrease the crippling weight of parking pressure on our land use. That’s what the three anti-cap Councilmembers (Burgess, Bagshaw, and Rasmussen) seemed to understand, and I applaud them for their vision.

*One can certainly quibble with the level of the cap, but then the TNCs were notoriously secretive about their driver numbers until the last moment.

News Roundup: A New View

This is an open thread.

Community Transit Begins the Recovery

While Metro kept itself afloat through a combination of reserves, cutting nonessential services, and legislative authorization for a two-year, $20 vehicle license fee that expires this year, Community Transit went over the cliff in 2010 with a cumulative cut of 160,000 annual service hours, including all Sunday and Holiday service.

CT’s new draft Transit Development Plan (pdf) will use increasing tax revenue from the economic recovery to restore 73,000 annual service hours in increments through 2019, with the biggest chunk coming in 2015. CT will remain a shadow of its former self, even before considering the growth in Snohomish County in the intervening decade. 2014 is the first year that sales tax revenue will exceed 2007, in nominal dollars. Adjusted for the consumer price inflation — to say nothing of fuel and labor costs, the main drivers for a transit agency — CT is still 10% lower.

ct_service

ct_gap

Although Metro is presumably experiencing similar trends, they only partially offset the various temporary measures that have preserved overall service levels and expire soon. Expect a full report on Metro’s financial state this week.

Details on CT’s proposed service additions are below the jump.

[Read more...]

To Build a Seattle Subway We Must Restore Stable Bus Funding.

Seattle Subway Logo

Seattle Subway’s focus is and has always been on rail, its right there in our name. Our mission is to fight for high-quality, fast, grade-separated, automated transit and to advocate that Seattle build it as soon as possible. For that reason, it may come as a surprise to some that Seattle Subway endorses and fully supports Move King County Now – the campaign to pass King County Proposition 1 – which will stop bus cuts as high as 17% and fund much needed (and too long deferred) maintenance on King County roads.

Our reasoning is twofold:

1)  Though Seattle Subway focuses on building high capacity trunk lines for our transit system, at this time buses are a critical component of the transportation infrastructure that helps keep our economy competitive, our city livable and charts the path for future subway lines. Here are more details on what is at stake for Seattle. Demand for buses is at an all time high and is rising as Seattle urbanizes. Cutting bus service now is exactly what we should not be doing.

2)  Proposition 1 must pass in order to clear the way for Sound Transit 3 (ST3) in 2016. Sound Transit needs additional funding authority from the state in order to run a ballot measure. Preserving bus service will be Seattle’s top legislative priority until the funding gap is closed. Therefore — passing this measure clears the way to make Sound Transit 3 the top local priority when state lawmakers go back to table to work on a transportation package.

Off cycle ballot measures tend to bring out more conservative voters in greater numbers as a percentage of the voting population (because more progressive voters tend to skip these votes.)  To win, we need to get everyone who supports transit, our economy, and the environment to vote. Many people don’t realize this vote is coming — we have to change that. We need you to join us in getting the word out! (sign up to volunteer here)

As part of our support on April 2nd from 5:30-7:30pm Seattle Subway is co-hosting a fundraiser at Hattie’s Hat in Ballard with Seattle Transit Blog* and Council Member Mike O’Brien. We hope you can make it and help us save our bus service and build a Seattle Subway.  Details/RSVP here.

*This will be an official Seattle Transit Blog meetup.

Another ORCA Purchase Option

wikimedia

On Friday Sound Transit announced that they would join the other partner agencies in offering a fixed sales points for special-rate ORCA cards. On the last Wednesday of each month, beginning tomorrow, a booth in Union Station (the building that looms over International District/Chinatown) will offer these from 11-1:30pm.

Although the network of ORCA Card outlets is now fairly extensive, the set of staffed locations that can dispense discounted cards to seniors, youth, and the disabled remains tiny, and with limited hours. Youth cards are available by mail, but the others require showing up in person to one of the partner agency offices during regular business hours.

Last year the consortium created the Orca-on-the-go program to visit major events and selected groups and issue cards on the spot. All of the agencies paid for development, and Metro, Kitsap Transit, and ST purchased the equipment with the understanding that they would cover the whole region. The ORCA website indicates that groups may still call or email schedule these visits. I couldn’t get detailed statistics on this program in time for publication, but ST teams alone have generated about $2,000 in sales so far in limited deployments. Metro has visited 138 locations over the past 12 months.

While more visibility is always good, it’s hard to imagine a smaller improvement in availability. The Metro office is two blocks away, if less obvious, and has much more extensive hours. The best thing to say about the new service is that it’s a low-cost way to add capacity at the busiest time at that Metro office, when the lines become oppressive. Let’s hope there’s decent signage at the Metro office tomorrow.

Link Excuse of the Week(s): Plate of Nations

GTC_OWTBack for the fourth year, the MLK Business Association is running it’s Plate of Nations event.  Similar to last year’s event all participating restaurants will offer $15 and 25$ shareable entrees.  Grab a passport, get your stamps, and qualify for fun drawings.  Proceeds will go to the Rainier Valley Food Bank.

Thai Palms, Joy Palace, Bananas Grill, St. Dames, Rainier BBQ, Cafe Ibex, Olympic Express and Original Philly’s all return, with new additions being Huarachitos, Huong Duong, and Othello Wok & Teriyaki.

Not all of these restaurants are as exotic as the theme suggests, but they’re all inexpensive. Bananas Grill and St. Dames are both former LEOTWs, and Rainier BBQ was on the Travel Channel, Huarachitos was recently written up in the Stranger, and Joy Palace is my family’s go to Dim Sum spot in the Valley.

Map

Sometime in the next couple of weeks (the event runs until April 5th) jump on Link and check them out.