Yesterday, I had a chance to discuss with Metro staff the details of the revised Fall restructure proposal that was released last week. From that discussion, a few clarifications to my original post about this restructure arose:
- RapidRide D’s schedule did not change at all, but the headways listed in the public documents were changed to more precisely conform to Metro’s time period definitions. In particular, the D Line will operate every 15 minutes until at least 10:30 PM, seven days a week; and every 10 minutes in the peak direction from 6-9 AM and 3-6 PM (slightly less in the reverse-peak direction). In the common segment of Routes 15 and 18 from Downtown through Queen Anne and Interbay to Leary, riders are losing Monday-Saturday midday frequency (10 to 15 minutes), but riders on 15th Ave NW are gaining full-time frequent service.
- Adding back a handful of trips to the 15X and 55 was indeed done primarily to save money on RapidRide coaches that would be used only for one or two trips a day. Metro considered operating standard coaches on RapidRide routes, but decided that would dilute the RapidRide brand more than restoring those trips. In the case of the 15X, it also served to restore coverage to a pocket of Blue Ridge. At some point in the future when Metro has more money, these choices could be revisited.
- I was sloppy in my discussion of the stop-level data for Route 37. Of the inbound riders on that bus, 20% are at stops shared with Route 56 in the Alki area; 48% are between Alki and the West Seattle Bridge, who have access to Water Taxi shuttles; 32% are south of Hinds St. The last number includes a cluster of riders around Beach Dr & Carroll St, who, depending on how far you believe people will walk to useful transit service, may or may not be considered cut off from the from the bus network if the 37 were deleted. I remain unconvinced either that this route is viable in terms of Metro’s performance criteria, or that the small number of city residents who will unquestionably lose service (west of Me-Kwa-Mooks park) provide enough “geographic value” to offset performance figures that will surely be terrible.
- The increased midday headway on the 11 was indeed a typo, and never planned in this restructure.
- Also, within the next couple of weeks, I will elaborate on what I meant when I opined that the extended Route 1 was a “mess”, as well as a modification to that extension which would, I believe, be more useful to the riders served.
Finally, this isn’t quite in keeping with the topic, but I can’t find anywhere else to put it: Metro’s application for a TIGGER grant to help pay the costs of electrifying Route 48 was, unfortunately, not funded. This project was already in jeopardy due to the failure of Prop 1, which would have provided the local matching funds.
Thanks to those Metro staff for taking the time to meet and discuss these issues, and answer my many questions.