Metro has followed up its details on South King County BRT with info on the line between Bellevue and Redmond, and the one to West Seattle. No big surprises about the design of the lines, and I refer you to my earlier comments here and here.

For a program called “Transit NOW”, it’s sure taking a long time. These two lines won’t be complete till 2011.

Metro is soliciting comments, and the maps are interesting. It would have been nice if they’d bothered to include a legend explaining the difference between the blue station dots and the red station dots.

Anyway, comments are due by February 1st. They’re considering a couple of routing options. I don’t plan to ride either line very much, but I’m usually in favor of picking the route with the fewest detours.

The only RapidRide proposals we haven’t seen are to Ballard and along Aurora.

9 Replies to “More Transit "NOW"”

  1. Woah now those are some sweet looking buses!! Now that is something to consider for the replacement of the Breda and MAN trolleys on the Route 7

  2. Yeah I’d like to see the Ballard line, that one I could at least use. I don’t know how it will work, as I haven’t really seen any details yet. I find it odd however, that people think that Light Rail takes forever to build and that the bus system is so easy to set up. Yet this RapidRide won’t even be ready until 2011? 2011? For a bus? I understand that certain things need to be built for this to happen in terms of construction of bus only lanes etc.. I think that more should be done with downtown, in that 3rd Ave NEEDS to be transit only all hours Metro is in operation, because I see so many cars and accidents with cars that just plug up the system. I would like to see better communication with passengers in terms of real time location. Why do we still not have this? It works great for the streetcar? I am sure for buses it would also work. Just a few items on my wishlist.

  3. The quality of BRT in this region (especially Seattle) will only be as good as the quality of the roads those buses will travel upon.

    Which, unfortunately, is quite low.

    When local governments choose quantity over quality (asphalt over cement) they may be able to stretch limited dollars over larger sections of roadways, but asphalt is notorious for “trenching” on bus lines.

    Metro has been building cement pads near several zones in recent years, because SDOT has been noticing asphalt surfaces fail within a few years of paving at bus stops.

    REAL BRT means NEW RIGHTS OF WAY…or, at the very least, new cement roadbed. But Metro is operating on the cheap, so those nifty buses will “shake, rattle and roll” the same way the old ones do now.

    And all that bouncing will only speed up the destruction of local roads and freeways.

    At least the buses are painted real pretty. This is called “progress” in the Seattle Transit Dark Ages….

  4. Famous for their intellectual dishonesty, John Niles and Donald Padelford conveniently ignore this fundamental flaw in “quality of ride.”

    Here, Padelford (who actually supported the monorail concept, because he thought those monorail beams could be converted into huge, elevated busways through Seattle) proves how stunningly contradictory and clueless he is on the matter. Padelford touts “the better ride associated with busways” and then goes on to pitch the low cost of free rights of way.

    Quality of service.

    A persistent theme among certain local politicians is that you can’t have a “world class” city region without rail. Possibly this is true if your buses are stuck in traffic, if they “belch” diesel fuel, if their stops are exposed to the weather, and if the buses lurch down the road. But none of these apply to high-quality BRT systems. Being stuck in traffic was dealt with above. As for diesel belching, our buses are increasingly first generation hybrids, and the next generation will be even cleaner and quieter. Stops can and should be the equivalent of rail stations: clean, dry and comfortable, with tickets bought off the bus and boarding level with the platforms [18]. As for lurching, this is a matter of the controls and the roadbed. With modern controls, buses can start and stop as gradually as a train [19]. **And the roadbed can be as good as we are prepared to pay for.** Of course with busways and guided-bus structures no other vehicles are allowed in the right of way, which aids in their maintenance [20].

    Expense vs light rail.

    This is a big subject, but because **most of the right of way (roadbed) is already in place, BRT systems are about a tenth of the cost** of light rail in this region.

  5. I believe RapidRide is supposed to be on HOV/turn lanes along its entire length, and there are supposed to be electronic signboards with arrival times.

    All this is detailed in the previous BRT posts that I link to above.

  6. RapidRide and Swift are supposed to install NextBus at all terminals.

    It is going to be interesting come the actual start of service. 2009 we will see Swift BRT… I’ll be sure to be on that but I still have my doubts.

  7. Interesting… According to WSDOT the full project won’t be completed until 2012 for Phase 2

    This project will be built in two phases. Phase one (North 145th Street through North 165th Street) is currently under construction. Construction of phase two (North 165th Street through North 205th Street) will begin in late 2008/early 2009

    So it seems that construction for BRT is just as long as Light-Rail, if not longer judging to what this page is saying for timeline. The project started in 2005 and it’s into 2008 and I know it isn’t completed from being up there early this afternoon.

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