This is last-minute, but SDOT is doing some early open houses for Roosevelt-Downtown, one of the corridors identified in the Transit Master Plan for high-capacity transit (bus or rail):
South Lake Union
Monday, May 18
6–8PM
Y at Cascade’s People Center
309 Pontius Ave N, Seattle WA

Roosevelt
Tuesday, May 19
6–8PM
UW Tower, Cafeteria North
4333 Brooklyn Ave NE, Seattle WA

23 Replies to “Roosevelt HCT Open Houses This Week”

  1. Hopefully there’s an online survey. I would like to convey that the investments we make in the corridor should have an emphasis on exclusive running transit.

    1. There is no way to give lanes on Eastlake, at least not north of the Fairview intersection. And Roosevelt/11th are pretty major arterials for cars.

      Personally I think it’s kind of weird to have a BRT line which bypasses the Ave. Now maybe the area between Brooklyn and Seventh NE (I-5) will fill up with big structures and having a BRT line right down the middle of it will be brilliant, but right now in 2015 there isn’t that much ridership west of Brooklyn. Folks mostly walk south to Campus Way and catch the VERY FREQUENT buses at the stop just before the bridge.

      Remember, these are college kids, almost all young healthy walkers.

      1. I agree. As I said below, I wouldn’t run buses up Roosevelt/11th in the U-District. That is silly. Why make people walk an extra couple of blocks to transfer to the train, when the bus is probably close to its end. If the bus came from South Lake Union, then it will probably end in the U-District. The same is true for a bus coming from Fremont.

        Meanwhile, buses coming from the north have dropped off anyone who is interested in a long haul route (e. g. 145th to the U-District) so bus riders coming from the north are more local. For them, Roosevelt is just not that appealing (as you said) and either the Ave, the campus or the connection to Link is well worth the speed penalty (if there is one) to using Brooklyn.

        So, yeah, there really is no point in trying to make a big HCT path through the U-District on Roosevelt/11th Avenue. But there is great value in improving the pathway from Eastlake all the way to the U-District. This goes for both buses and bikes. Meanwhile, have the bus route jog a little over to Brooklyn once it gets to Campus Parkway. That is really not a tough task. A traffic light here, maybe even a bus lane through Brooklyn and it would work well. Add bike infrastructure for Roosevelt/11th (that is ongoing as we speak). It is only Eastlake where folks will object (to taking lanes for a bus or bike). They still believe their business depends on people driving and parking, and they don’t want to give that up (http://www.seattlebikeblog.com/2015/05/18/eastlake-bike-lanes-would-be-boon-for-area-businesses-and-regional-bike-transportation/).

      2. >> There is no way to give lanes on Eastlake, at least not north of the Fairview intersection

        Sorry, I have to disagree with you there. It looks like it is five lanes through there, with the curb lanes being parking lanes. So just get rid of the parking. I’m not sure if you want to do that — you may want to give that over to bike riders — but it is possible.

    1. This is an SDOT corridor plan, really more for Eastlake and SLU, but also to add service west of the Ave between 42nd and Ravenna Boulevard.

      1. Eastlake and SLU are one thing, but for Roosevelt and U-dist to downtown surely the best option is to just feed Link.

      1. ???

        It just seems that we are spending billions right now to put HCT into these two neighborhoods, so it seems a bit redundant for SDOT to be talking about doing it again. Unless of course their goal is simply to feed the LR stations somehow — that would make sense.

      2. The study is about the Roosevelt – downtown corridor, not just Roosevelt and downtown. There is a difference. The Northgate Link corridor includes UW, Capitol Hill and downtown. This corridor is from downtown to South Lake Union through the U-District to Roosevelt.

        I agree that this should funnel people to Link — I think most people agree with that. But that is a pretty wide gap (over three miles from Westlake to the U-District Station) with plenty of people that needs some work. This project is that work.

  2. They should coordinate this investment with the new high frequency bus routes metro is planning in response to ULink.

    Align exclusive corridor and electrification investments so that we can supercharge route 70 and new route 67 to give us truly superior service through the corridor both before and after Northgate Link opens.

    1. You would think they would be coordinating, but everyone’s on a different page. Metro wants more transit on the Ave, SDOT wants transit on Roosevelt instead, no one really knows what to do about 15th..

      1. Other than allow people to continue to be killed & maimed on 15th, that is. We’re all in agreement that the status quo there is perfectly acceptable, apparently.

      2. it does seem like a common vision is needed for Roosevelt/11th/The Ave/15th. 4 arterials only a 1/4 mile apart.

      3. As someone else suggested, the obvious long term answer is to run buses down Brooklyn. This is where Link will be. Once Link gets to the U-District, most buses are local in nature. You won’t have buses going from the freeway or Bellevue to the U-District. Buses may start way up north (e. g. Pinehurst) and go to the U-District, but no one will ride a bus that whole way — they will get off at Northgate or Roosevelt station. All this means that connecting to Link is a lot more important then quickly getting to the far off neighborhood. Someone might willingly spend a little extra time walking to 15th NE if they have a long ride up to 145th, but they won’t want to spend an extra couple blocks on a transfer if they are only going ten blocks.

        The only longer distance bus runs will be from the south and the west (Eastlake and Fremont). Brooklyn is fine for both. Just turn at Campus Parkway and go to Brooklyn. So Brooklyn is the “bus street”. This is good, because it is pretty much in the middle. 12th Avenue becomes a Greenway — Oh wait, it already is. Buses get kicked out of the Ave, which means they can make it even quieter. 15th is for cars and trucks. Roosevelt/11th is the only dual purpose street. Buses come from the south, bikes travel in bikeways, and there are plenty of cars.

      4. Don’t forget Brooklyn, University, and 17th. Basically that 1/4mi contains 2 non-arterials and 6 arterials. The amount of unused capacity and wasted space here is stunning, and in one of the densest and most pedestrian-oriented parts of Seattle. With none of the agencies coordinating, we’re pretty much locked into this kind of waste of public space.

  3. So is the difference between BRT and bus lanes that BRT takes 5+ years and bus lanes take 5 months to implement (and perhaps that BRT ends up just being a bus painted red with custom stops)? I’m joking but perhaps the focus should just be installing simple painted bus lanes and signal priority incrementally in small low cost manageable bites than going through all the years of studies, planning, design, outreach, heavy construction BS? I think these transit projects get made into major projects when for 10-20% of the cost and effort you can get 80-90% of the way there with a bucket of paint and simple improvements that an inhouse crew can do over a weekend. Goodie, Jason Roberts is coming soon to give a talk about this very thing to SDOT and the public.

    1. This has always been the critisism of RapidRide. There’s literally nothing more ‘Rapid’ about RapidRide than any other Metro route except off-board fare payment. The brightly colored buses, expensive ‘station’ stops… just a means to get federal grants.

      1. The RR buses have signal pre-emption equipment that make a big differences where the municipalities allow it to be used.

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