The Spokane Transit Authority will be purchasing a set of double-decker buses for use on the Cheney Line, one of its High Performance Transit routes set to begin service next year. A $2.95 million FTA grant awarded this week will help fund the purchase of up to seven coaches, which would enter service in 2023, replacing normal coaches that will temporarily be used on the route.
The Cheney Line is one of several “High Performance Transit” (HPT) projects that were funded by the STA Moving Forward ballot measure, which was passed on its second try in 2016. While the program’s centerpiece is the City Center Line, a BRT corridor set to open in 2022, the other projects will also bring major improvements for Spokane County commuters. Each HPT corridor will have frequent service with buses every 15 minutes during peak periods, enhanced bus stops, special branding, and other features that fit some characteristics of American-style BRT lite.
The Cheney Line in particular will share similarities with the long-haul Community Transit and Sound Transit Express commuter routes where double-deckers have been used over the past decade to great success. It will only have a handful of stops and operate primarily as an express service between Downtown Spokane and Cheney, home of Eastern Washington University. Two routes, 6 and 66, will combine to form 15-minute headways on a common trunk between the two hubs while also serving a new transit center at West Plains.
The project’s $13.47 million budget will be covered by a mix of STA Moving Forward funds as well as grants from the FTA and WSDOT.
Sound Transit recently revealed that as of September 19, 2020, Link Light Rail will run every 15 minutes during the day on weekdays and weekends, and every 8 minutes at peak. Link will still drop down to 30 minute headways in the evenings. This will be the first time since early April that Link will be running frequent service, as well as the first time since early January that Link will be more frequent at peak than Connect 2020 frequencies. While not as frequent as “normal” service, the restoration of frequent service is a welcome development. In recent months, restoration of Link service has been well behind that of Sound Transit and King County metro bus service, with many major corridors getting frequent bus service while Link still lacks frequent service at all (even at peak). This has been particularly bad for Kirkland riders, as back in March, Metro restructured route 255 to end at UW, with the expectation of frequent Link service to pick up riders headed to downtown.
Alert commenter Tlsgwm noted that Sound Transit has once again started publishing quarterly ridership reports, which had been MIA since last November. In July, the agency released the 2019 Q4 and 2020 Q1 reports simultaneously.
Sounder ridership was mostly flat (North Sounder was down by nearly 6% but overall Sounder dropped by 0.3%, a testament to how much South Sounder drives the numbers).
With the Downtown Transit Tunnel closing to buses last year, ST Express Bus ridership suffered, with Route 550 leading the decline. Operating costs per rider increased as well.
2019 ended with Link boardings overall 2.5% higher than 2018. Diving into the station-by-station numbers, though, shows the impact of the tunnel closure as well: UW and Westlake were up 12% versus the year-ago quarter and Chinatown / ID was up 20%, suggesting both more North end riders transferring from buses and more people exiting the system at the beginning and end of the tunnel.
2020 Q1 brought the two-fer of Connect 2020 and COVID-19, which hammered ridership across the agency, resulting in double-digit declines for ST Express, Link, and Sounder. Q1 ended in March, which means it was barely a few weeks of lockdown. 2020 Q2 numbers will not be pretty.
Link Light Rail has become little more than an exercise in keeping a transit line running during the pandemic. Although it is one of the safest transit options in town due to social distancing, because of dramatically low ridership and the ability to choose different cars, it has nevertheless become nearly useless for getting its passengers somewhere in a decent amount of time. Frequency matters.
An obvious part of the problem is that even while Link ridership has dropped 90%, SeaTac Airport ridership plummeted 95%. The climate activist in me says that is a good problem to have, just not for the reasons I hoped.
Currently, Link runs every 20 minutes each direction during the day on weekdays and every 30 minutes on weekends. If you want to know when to be there to catch it, you have to have a smart phone, have looked up online or printed out or memorized the schedule, or have printed out Alex’s table. The schedules showing at the stations are what would have been if not for COVID-19.
Sound Transit has published its preliminary planned schedule (or at least weekday frequencies) for the service change that takes effect and runs from September 19, 2020 to March 19, 2021. Link is slated to run every 8 minutes during peak, every 15 minutes mid-day, and every 30 minutes in the evening. Planned weekend infrequency has not yet been published.
The double crisis of the COVID-19 pandemic and the West Seattle Bridge’s closure has left tens of thousands of people stuck in commuting limbo. As demand for commuter capacity begins rising again, Metro is preparing several scenarios based on bridge availability, bus capacity, and funding impacts related to the pandemic. The West Seattle Bridge Closure Transit Action Plan lays out two scenarios for transit service to the peninsula beyond September 2020, when the first set of service changes can take place.
Scenario 1 would be used in the event that the Spokane Street Bridge (also known as the “low bridge”) remains open to transit. Scenario 2 would be used if the low bridge is closed, with two sub-options based on whether the bridge is closed for short-term maintenance or malfunctions (Tier 1) or for long-term evacuation in case the “high bridge” becomes critically unstable (Tier 2). The presented scenarios would cover a “horizon period” until the September 2021 service change, when service would need to be re-evaluated to fit different commuting trends.
With the high bridge closed until at least 2022 (and likely for longer if a full replacement is deemed necessary), some 900 weekday bus trips carrying 19,000 daily passengers have been displaced. A large portion of these trips were oriented towards downtown workers, a demographic with a slower rise in demand, leaving essential workers working through the pandemic as the main users of transit through these near-term changes.
Transit signal priority at seven intersections, including two downtown
Roundabouts replacing a few intersections
10 foot sidewalks north of the bridge
A business access and transit (BAT) lane northbound from Callahan to Hollis St. This lane replaces a left-turn lane in the center roadway.
There are four Kitsap Transit routes in this corridor now. The 215, 217, and 301 start at the ferry, and run to roughly the city limit, Silverdale, and Poulsbo respectively. The 219 runs from the Puget Sound Naval Shipyard to the city line.
PSRC’s Vision 2050 document suggests BRT operating between Silverdale and Bremerton, and the preferred alternative is largely driven by advice from Kitsap Transit on what would make BRT in Bremerton successful.
Steffani Lillie of Kitsap Transit says that rolling out BRT “requires population increases in our area to truly support it.” In the preliminary, unfunded concept, a single route would serve SR303 between Silverdale and Bremerton, with other legs including Silverdale-Poulsbo and Tremont St. in Port Orchard. Given sufficient density, KT would target 20 minute headways. Span of service and branding are not yet determined. KT recently completed two transit centers (North Viking and Wheaton Way) that support level boarding and have the conduits in place for off board payment. The Silverdale Transit Center may begin construction as early as next year.
When the city finalizes the plan in October, it will start to look for funding to make it a reality. Project Manager Katie Ketterer says the city will “pull out all the stops” to pursue grants and partnerships with Kitsap Transit, and probably execute in phases. You can comment this project here.
Vertical construction has reached the northernmost of Seattle’s Link stations, bringing with it plans to improve surrounding streets for all modes. While both stations at NE 130th Street and NE 145th Street will be at freeway exits that bookend the Jackson Golf Course, there is room for better access, especially from the east and west.
The Office of Planning & Community Development has been drafting a multimodal access plan for the two stations over the past year and has reached the next step in their planning process. A new online survey, open until August 19, presents a slate of 18 potential projects for public feedback before they are whittled down to recommended options. Each project on the website has a separate survey, allowing for the public to pick and choose those that matter most to them without having to rank them like a traditional survey.
Some of these projects are also being planned in tandem with improvements to the north side of North 145th Street that are under the purview of Shoreline. Their corridor plan includes left turn lanes, a shared-use path, and a separate crossing of I-5 for pedestrians and bicyclists at North 148th Street. These projects also tie into a proposed “Trail Along the Rail” that would follow I-5 from 145th to the existing 195th Street pedestrian bridge. The cities and WSDOT are also designing a potential double-roundabout (or dumbbell) interchange to replace the existing ramps at NE 145th Street, which would improve traffic flow but at the cost of additional crossings for pedestrians and cyclists.
Each of the candidate projects are described below the jump. Click through the survey links on the project page to see maps and a fuller description.
Since my last fit-throwing over passengers not wearing face coverings on buses, I’ve seen noticeable improvement in passengers having masks. Now, we need to figure out how to get them to put the masks on, over their mouth and nose, before they board the bus, and how to get them to keep the masks on.
Bus operators have some power over the ship they captain. One is the power of the voice, as in, to play PSAs, which is mostly done inside the bus, but can also be done over the exterior loudspeaker.
Another power is the power of the door. Operators control them, at least since Metro abandoned the experiment of allowing riders to open rear doors by pushing on them, while the bus is stopped.
A third power is the power of the gas pedal and the brake. Operators decide whether to stop when someone is waiting to board.
Used in combination, these tools could save many riders’ (and maybe a few operators’) lives.
We recently wrote about Sound Transit’s updated plans for SR 522 Stride. In this update, Sound Transit revealed that it wants to drop plans to run its Stride line to Woodinville at half frequency (and without any BRT infrastructure east of Bothell). Instead, Sound Transit intends to run an ST Express peak-only bus from Woodinville to Bellevue Transit Center every 20 minutes, with a shorter Woodinville to I-405 & SR 522 bus during off-peak hours (also every 20 minutes). While the desire to preserve reliability for the rest of the BRT line is sensible, the proposed solutions here are both expensive and narrowly focused. While excellent for people heading to Bellevue and Bothell, Seattle-bound passengers are faced with a long and circuitous ride on East Link, where they will detour to the farther I-90 bridge. It’s even worse for UW-bound passengers, who have to decide between a long J-shaped trip on I-405 and I-90, or a 3-seat ride on SR 522. Because of this, I propose that Sound Transit and King Country Metro should study a route to UW Station rather than Bellevue.
Still actively discouraged from taking the bus, I had the opportunity to try out Gig car share recently. While the overall experience won’t surprise any Car2Go/ReachNow/ShareNow user since they ditched the smart cars, there are a few changes that might give the venture a chance where others failed.
Finding a car on the app has a similar interface to the old apps. You can reserve it up to a half hour before your trip starts. I had several cars to choose from within easy walking distance in the Volunteer Park area. It was a much less frustrating experience that my past troubles in the Columbia City Station area, but that could be a function of geography and the pandemic.
The experience is entirely keyless. Everything is done with the app, but you can ask for a keycard if you don’t have a smartphone.
All 250 cars are Toyota Prius. This is Seattle, so you’ve all ridden in a Prius before.
Budget shortfalls and COVID-19 have hit Amtrak Cascades service hard, according to a post last week on the WSDOT blog. Only one train per day is currently running in either direction. Long-distance service like the Empire Builder and Coast Starlight have been reduced to three runs per week.
Before COVID hit, WSDOT and Sound Transit were working on re-starting service on the Point Defiance bypass after a deadly derailment in 2017. Sound Transit, which owns the bypass tracks, hadn’t committed to a date for re-opening the bypass, as it and WSDOT completed all of the recommendations from the NTSB accident report.
Now, with fewer people traveling, the demand for extra trips has lessened considerably. “When service returns to the Bypass, the demand for intercity travel increases, the pandemic risk is minimized and the state transportation budget issues are resolved, we will move forward with adding two more daily roundtrips between Portland and Seattle,” writes WSDOT’s Janet Matkin. In other words, it’ll be a while. On the plus side, the agency has more time to procure new train sets to replace the Talgo Series 6 that were recommended for retirement.
As expected, the Seattle Council approved a November ballot measure to renew its Transportation Benefit District 9-0 and preserve existing Metro service. The real action was in the amendments. (The discussion begins at 1:11:00 in the video above).
The expiring measure included a 0.1% sales tax and $60 vehicle license fee. As the latter may not be legal due to I-976, there was debate about increasing the sales tax rate. Regrettably, the amendment to raise the rate to 0.2% lost 5-4. Morales, Sawant, Mosqueda, and Strauss voted for the higher rate.
However, a compromise measure for a 0.15% increase passed 8-1, with only Pedersen opposed.
An amendment to extend the measure to a 6-year package, expiring in April 2027, passed 5-4, with Morales, Sawant, Lewis, and Gonzalez opposed. Detractors focused on the imperfection of a city measure with regressive revenue tools, and sought to create a “sense of urgency” for something better. Proponents argued, correctly, that 2024 is the right time to try a county measure, and that a city measure expiring concurrently would provide no contigency for a county failure. Move Seattle also expires in 2024, creating more traffic on the ballot.
There was maneuvering around the limits on various special accounts for West Seattle buses, free and reduced price ORCA, and the like. In the end, “essential workers” (in the pandemic sense) became eligible for ORCA subsidy.
Today at 2pm, the Seattle Council is voting to send renewal of the Transportation Benefit District (TBD) to the November ballot. As eight of nine council members are already on record in support, passage of something is inevitable. The uncertain parts are what amendments will go with it.
The baseline legislation is a renewal of the 0.1% sales tax for 4 years. This is a significant cut from the status quo both because it doesn’t include the vehicle license fee from 2014, but also because sales tax revenues have fallen sharply.
Amendment 1 would extend the term to six years.
Amendment 2 would raise the sales tax rate to 0.2%; this roughly replaces the lost vehicle license revenue for a typical level of economic activity.
Amendment 3 would extend the ORCA opportunity program from seniors, youth, and low income people to include “essential workers” as commonly understood during the pandemic.
Amendment 2 is clearly an effort to devote more resources to transit, which is straightforward for advocates. Amendment 1 depends on your read of the political and legal situation. Amendment 3 is a difficult tradeoff between social justice objectives and getting as much bus service as possible on the road.
There are also rumors of an amendment to split the difference at 0.15%.
You can sign up to testify, beginning at 12pm, here.