I love the CTA announcements. The station names can be repetitive but the messages themselves are concise.

80 Replies to “Sunday Open Thread: Voice of the CTA”

  1. I have to admit, the CTA announcements are far better than the “bitching betty” of DSTT or the inaudible gibberish on WMATA. I swear the WMATA Public announcement systems haven’t ever been updated. How much are the increased costs of using a real person for transit/train/stop announcements?

    1. What makes you think that a “real” person is not used? For announcements they probably sit someone down in a recording booth and have them say announcements for all the possible stops. Yeah, it’s probably not an exciting recording session but it’s probably what happens.

      Just like Jane Barbe https://en.wikipedia.org/wiki/Jane_Barbe. Even synthesized voice like Siri is based on a real person. Maybe you should audition for announcement voice work. You probably can do it better. And if you’ve ever rode a Sound Transit bus you’ll hear that the announcement is done by someone different than is used in KC Metro buses.

      1. Waiting in the DSTT for the 41 on Friday, I listened to this horrible feminine voice with odd inflections advising me of fare requirements and approaching trains. It just needs updating and that PA could be used to advise of delays to specific routes since display boards aren’t available.

      2. The difference though is that Siri is a generic voice not tailored to transit announcements. Her voice is used to tweak how the computer pronounces words and sentences, much like teaching a computer or child to speak. The canned DSTT announcements are created by typing words into a console which a computer generates the audio. It sounds artificial.

        It isn’t an actual recording of herself speaking the words, like the CTA or NYC subway.

        The announcements on Sound Transit buses are same as those found on the operating agency’s buses. Metro-operated ST buses have Metro’s voice and signs. Likewise for CT-operated and PT-operated buses.

      3. Favorite light rail recorded announcement:
        “In the priority seating area, you are required to move for seniors and people with disabilities,” which of course means that all others in the priority seating area are required to give a “dance move” when seniors and/or disabled persons board the train.

      4. Actually which voice is used depends on who operates the bus for sound transit. For Eastside king county routes going towards Seattle or university district, it’s the same as metro’s. For pierce county and routes going south of bellevue, it’s done by the same voice as pierce transit. For those going to snohomish, yup community transit. Kcm 1st pt 2nd and ct 3rd.

      5. So we have just confirmed that normal English speech is affected by assimilation and sandhi and stress-timing and prosody across word boundaries. These elements are missing when you string together prerecorded words and short phrases, and it sounds weird.

        All hail MacInTalk, the king of synthesized voices. (The “Steven Hawking” voice.)

        I still some great utterances from MacInTalk in college.

        Joe Prieto is as tall as Brian Tunis, maybe even taller.
        joe pry-EETO is as tall as brian TOO-niss, maybe even tal-ler.

        (The French version of the Orthodox prayer refrain.)
        Maintenant et toutjours et donc aux siècles des siècles…
        (Now and ever and unto the ages of ages…)
        Main-TENANT ett toot-jorz ett done-k owx seeklez dess seeklez
        (Ouch, French speakers must be cursing under their breath.)

      7. I could usually get it to say what I needed it to say, but it would require spelling words phonetically. Also, for numbers, it was best to separate each number by a period for best impact and audibility.

        It was the voice on my answering machine for some 20 years.

    2. Announcements are, or were, made on WMATA subway trains by the train operator, manually.

      Interestingly, the system is fully automated, but has an operator there to “monitor” and make the announcements.

    3. Say what you like about the announcements in the DSTT, but at least they’re clear and audible (at least when no one is around). And anything is better than the announcements at BART stations. The robotic voice they use is almost scary since it’s so inhuman.

      Also, with regards to KCM vs PT announcements, I’m pretty sure that KCM’s wins. Despite pronouncing Yarrow Point wrong and being being horrendously redundant for Evergreen Point (“Evergreen Point. Road. Evergreen Point. Freeway Station.”), it at least displays the upcoming stop and announces it clearly. The few time I’ve ridden PT operated ST routes, it’s very much like AC Transit’s announcement system. It doesn’t even mention non-important stops and always says “Approaching.” What I also found funny was that PT’s announcements for Overlake Transit Center seem obvious “… with connections to other routes.”

  2. The voice of bus announcements on the GDRTA (Dayton, OH) sounds *exactly* like Condoleezza Rice.

  3. Okay, moving along…. past the red lights of the 46th district…. let’s get back in the air and engage.

    A couple of thoughts:

    a) Can we please have the news roundup open threads slide back to Wednesdays, please? Two open-threads back-to-back isn’t so good.

    b) How many of us are donating to Seattle Transit Blog? Here’s my challenge – find one personal monthly purchase you can do without and donate that to STB! We need to keep Seattle Transit Blog’s doors open and expanding!

    2. We need an open threat every few days, perhaps three a week. Otherwise you have something to say and you don’t want to put it in the last one because it’s getting old and people may stop reading it, but you don’t know how many days until the next one. And then when the next one comes, sometimes you’ve forgotten what you were going to say.

    4. threat thread

      Maybe we could have “The Weekly Sam Spam”, by Sam, as an open thread article. That would be a proper threat.

  4. In SF over the weekend, and I was reminded that BART had switched from cloth to vinyl (?) seats some years back due to concerns over sanitation and harboring of bacteria, etc. (MERSA). On Link back from SEA, I noticed that our trains have similar cloth seats….are new Link trains being ordered with different seating materials or will ST have to go the path of replacing seating in their stock once this mistake in realized?

    1. Is it actually a mistake?

      All agencies and organizations evaluate risk differently. Obviously, BART, based on their risk assessment felt it was better to swap materials.

      ST does not seem to feel this is necessary.

      Different strokes for different folks.

    2. There’s been a couple of articles about accumulated microscopic crud on seats, but I’ve yet to see anything conclusive that shows the plastic seats being any better in that regard.

      Also, while certain individuals like to think of the northwest as a liberal enclave, from what I have read the change in seats on BART had to do with a certain group of individuals that ride BART completely naked.

      I just don’t picture that happening in the USA’s northwest without someone getting tasered or something.

      I’m not saying I want it to happen here or anything. It’s just that BART exists in San Francisco. They have to have equipment that meets the needs caused by conditions encountered there.

      1. The BART cars’ carpeting and seats were getting really scuzzy, almost as bad as their windows. BART’s 42 year-old cars still smell like using a 42 year-old vaccuum cleaner (those old Electroluxes will be around when the cockroaches inherit the earth).

        Hopefully Link’s material is better than what BART had in the ’70s. We’ll see how they’re holding up in the 2050s…

      2. There are very few materials that are allowed to be used in rail transit cars in the USA. There are special requirements for flame propagation, flame self-extinguishing, lack of toxic smoke products, and a host of other things.

        Then, there’s a pile of other things that are recommended practices that most everyone follows.

        I’m not sure if any of the materials that would have been used in the 1970s are even legal in cars today. Page 27 of this 200 page document:
        http://fire.nist.gov/fire/trains/IR6132.pdf
        illustrate the direction things were headed several years ago. Current material standards are similar but are part of a much more massive set of documents that I don’t feel like looking for right now.

      3. According to Wikipedia the original seats and carpeting were all replaced, starting in the ’90s… making them as old as the older buses around here. Only ST buses have cloth upholstery, and they haven’t held up as poorly (in terms of looks and smell) as the BART cars, which I’ll attribute to:

        – BART being more crowded than most ST routes most of the time
        – BART being brought down by all the other smelly, poorly maintained parts of the cars
        – ST possibly paying more attention to cleaning and maintenance
        – The general awfulness of everything in the Bay Area

    3. BART also carries well over 400,000/day and its become more and more of an urban subway in its usage even if it does stretch way out into the hinterlands.

    2. But crime is down, statistically. The use of “stalk” in this headline seems inappropriate

      1. Ya know. As much as y’all razz Sam for his posts, this post has some validity. SPD does not maintain statistics for crime “near transit,” which it should. Transit advocates shy away from such statistics in fear of stunting expansion or perpetuating rumors and stereotypes.

        If anything, perhaps STB should advocate situational awareness…and perhaps discuss crime statistics more often.

        July 2014 KIRO 7 Article
        KIRO Radio Fact Check Article

        Riding the 301 into Seattle on Friday (the 41 and 348 back to Shoreline around noon), most riders had their eyes glued to their iPhones and iPads completely unaware of their surroundings. I’m surprised more of these muggings don’t occur.

  6. Yesterday, I got bit by another example of poor customer communication from Metro.

    I was helping someone trying to get the U-district to Wedgwood. One would think this would be easy – just get on the 71 at 50th and the Ave. (the closest stop to where we were at the time) and ride it all the way. Except the 71/72/73 reroute to 50th on Saturdays for the farmer’s market, and Metro is somewhat ambiguous about when the farmer’s market reroute ends and regular route begins. OneBusAway indicated that the bus would be taking the reroute to 15th, even though the the Ave. had re-opened up to cars hours ago. However, when I saw a southbound #71 taking the Ave, I reached the natural conclusion that OneBusAway was wrong (like it so often is) and that the northbound #71 was back on regular route.

    As it turned out, however, OneBusAway was correct all along, and I was dead wrong. We watched helplessly as the #71 bus turned right onto 50th, and left onto 15th, while waiting at the wrong stop. With a full 30-minutes before the next bus rolls around, it proved to be a costly mistake indeed.

    I guess what I should have told her to do was to stand halfway between the two stops, wait and see what the bus is actually going to do, and then run for the correct stop. Sort of like in baseball how a runner cautiously advances halfway to the next base while a fly ball is in the air, then runs full speed either forward or backward, depending on whether or not the ball gets caught.

    (Going back to the 45th St. stop was not an option, as there was not enough time to get there without missing the bus).

    I know – having to play games like this to ride the bus without a 30-minute delay is ridiculous.

    My questions:
    1) What is the correct routing supposed to be? If the buses continue to use 15th after the Ave. has re-opened to traffic, why?
    2) Was the southbound #71 driver taking the Ave. actually driving off-route? Or does Saturday evening really have a very confusing service pattern where the northbound buses take one street, while the southbound buses take the other?
    3) Why can’t the farmer’s market simply be moved one block over to Brooklyn? This is the only farmers market in the entire city that requires detours to such key transit routes every single week.

    1. On the printed Metro schedules for the 71,72, and 73 it says that the reroute is in affect for the entire day even after the market has ended and U Way is opened up to traffic. Metro’s reasoning is that it would less confusing to riders if the reroute is in affect for the entire service day. The same is true for the Saturday reroute for the 49 and 70 as they terminate on 12th Ave NE at NE 47th for the entire Saturday service.

    2. Do not rely on onebusaway or any other trip planner (including king county’s own trip planner for reroutes. Instead look up your route on metro’s website for detour information under service alerts. You’ll get the same pdf files they print out for the drivers telling you which stops are missed and which stops to use instead (some of which may be temporary stops) I haven’t used metro’s trip planner but I would be surprised if they don’t note service advisories on their itineraries. They likely won’t be able to show the reroute on the map though.

      1. That sounds like a great idea if you’re planning a trip in advance. For spontaneous trips, not so well. The whole point of frequent service is that you shouldn’t have to plan in advance like this to avoid hidden gotcha’s.

        The least Metro could have done is to have signs posted at all the bus stops along University Way between 50th and Ravenna saying “if it’s Saturday, you’re waiting at the wrong stop”.

        And if the correct route is 15th, why was the southbound 71 taking the Ave? Were there people waiting for that bus on 15th who got screwed the other way?

    3. It’s funny how we have these “techniques” for coping with Metro, which only dedicated transit observers know, and part of it we only know because some drivers and retired drivers advise us. Several times I’ve been with somebody and done something to optimize our bus-catching (e.g., knowing how late the 131/132 usually is, or why the 49 unexpectedly turned onto Union Street and where it’s going next), and they’ve said, “Hardly anybody knows this. How are they supposed to catch buses?”

      Even explaining basic things like the fare structure (which all passengers are expected to know), is so complex it’s impossible to explain all the details to visitors or occasional riders in a way they’ll understand. Often I’m in the DSTT and somebody asks me what the fare is. First I have to figure out which bus or train they’re taking, and figure out from memory because I use a monthly pass and don’t think about it on a daily basis. Sometimes I say the wrong thing due to an old memory. If it looks like the person will make a round trip later that day, I try to tell them the return fare so they’re not surprised if it’s higher. But that’s hindered because I don’t know if they’ll return peak hours, or whether they’ll take an ST or a Metro route later, and I don’t want to make it too complicated for them or they won’t remember anything. So sometimes I just tell them the fare for their immediate trip, and let them encounter the other fares later.

      1. Another fun piece of tribal knowledge is how to get from downtown to the north part of U-district on a Saturday evening right after the 71/72/73 switch from express to local stopping pattern with it taking an hour (including wait time). During that time, I have learned to avoid the 71/72/73 in favor of the 66/512 unless the wait time for both of these routes exceeds 10 minutes. Figuring out what to do is a mess of fiddling with OneBusAway, and is complicated by the fact that OneBusAway has only schedule information (no real time) for the 512, so you have to actually see it to know where it is.

        My call was to take the 554 to 4th and Pine in hopes of catching up to a 512 which the schedule said, on paper, we just missed at 4th and Jackson. Sure enough, we indeed caught up the 512 at 5th and Pine and hopped on.

        Unfortunately, the 512 is on a Saturday evening already quite crowded with people going to Lynnwood (all the seats and the majority of the standing room taken), and if more than a small percentage of the 71/72/73 crowd figure this out, the 512 is going to be overwhelmed.

        The option to take Link cannot come too soon, even if it means walking 15 minutes or waiting for a bus connection at the other end.

    4. I have also wondered why the Farmers Market can’t use Brooklyn instead of the Ave. It’s going to be even more confusing next spring when the route replacing the north part of the current 48 will be using Ravenna Blvd and the Ave instead of 15th.

  7. That video was funny. I would like to get this guy together with the guy who did the voices for the “illegal activity is being recorded,” “please hold on,” etc. messages (that Metro only ended up having for one weekend in June) and have him show him how it’s done.

    1. In NYC, subway cars that were put into service after 1999 had audio visual systems with the voices from Bloomberg radio including Charlie Pellett. Commuter trains on Metro-North & the Long Island Railroad have a completely different voice, but MTA busses have nothing that tells the rider witch bus it is or what stop is next.

      Suburban busses in NJ & Nassau County have systems from Clever Devices whose voices are prerecorded as well.

  8. Are others any trolley bus routes that would be logical to route onto 1st and take the place of the 99? That thing runs so infrequently that I never use it.

    1. Amen. 1st seems very underutilized for transit. I really wish the future CC streetcar line was designed to also allow for bus usage too in its dedicated lanes, in fact it seems like a waste of precious dedicated lanes in downtown (especially when buses get kicked out of the tunnel) to just be used by streetcar only every 7.5 minutes. Give it right side door island boarding.

  9. Idea. What about truncating some routes at Pronto stations? Example, it’s midnight. It’s the last run of the night. The route typically has one or two passengers for the last 5 miles of the route. Instead of the bus going those last 5 miles, it’s truncated to a small Pronto station specially placed in outlying areas on poorly producing trips.

    Eastside example. Instead of the last 248 leaving the Bear Creek P&R at 12:07 and continuing on to it’s Avondale terminal. There’s a Pronto station at the P&R. The bus heads back to the base, and the one person on the bus can either walk or ride a Pronto the rest of the way. Over a year’s time, that would probably save Metro ten to twenty thousand dollars. Multiply that by a few dozen routes …

    Where’s the person supposed to leave the Pronto bike they just rode home? Beat me. Don’t be lazy. You figure it out. I did most of the work for this idea.

    1. +1 for sharing a potentially useful idea, even if it’s not complete enough to be practical as-is. We’ve talked about transit taxis for the last mile; transit bikes is an extension of that which I haven’t heard before.

      The first thing that comes to mind is that not all passengers are comfortable riding bikes, and it’s not something a normal bus passenger would expect. (“Dump me on the street and tell me to ride a bike.”) Second, it’s at night and they may not be used to night riding. Third, it may be raining, and night+rain has an even greater chance of accidents. Fourth, they may be carrying two shopping bags or equipment or a baby or a dog that they can’t fit on a bike. Fifth, under Pronto’s current fare structure they’d have to pay a few dollars, and Pronto would have to waive the half-hour limit (a “night owl” rate?). Sixth, Pronto’s stations are in higher-density areas where there’s always significant bus ridership. Pronto is not intended to take it from e.g., Children’s to NE 70th for the night, or from the Central District to Leschi, or from Fremont to Shoreline.

      1. But Mike, aren’t there currently late night that don’t go to the furthest possible terminal? The route 7, for example, don’t go to Prentice after about 11 pm. It just goes to Henderson, which is a few miles before Prentice. Why would stopping a route short of its furthest terminal late at night, then adding a Pronto station, be any more unacceptable then stopping the route short of its furthest terminal, like the late night route 7, and not having a bike station? Isn’t stopping short and having a bike station preferable to stopping short and not having one?

      2. Where would we be without our Sam. Henderson Street needs a Pronto station! However, I’ve heard secondhand that the Prentice tail is extremely low ridership, and is being considered for deletion. (By rerouting the 7 west on Henderson to Rainier Beach Station.) Since Prentice is a single-family large-lot area and presumably has low housing turnover, most of the residents have been there for several years and have found ways to live without a bike station. In fact, probably none of them have ever considered wanting a bike station, and most of them drive rather than take the bus that exists, because that’s how it is south of Rainier Beach.

  10. Study investigates use of solar on hybrid fuel cell shuttle buses

    At the University of Delaware, a team of researchers has begun to investigate the use of solar power on the fuel cell bus fleet as a way to reduce operating costs without increasing greenhouse gas emissions.

    The program currently includes two 22-foot, 22-seat transit buses equipped with nickel-cadmium batteries to meet the power demand of the buses and hydrogen-fueled proton exchange membrane fuel cells to maintain the state of charge of the batteries.

    http://www.udel.edu/udaily/2015/jun/solar-hybrid-energy-062515.html

      1. One thing is that the gases they burn off in those huge oil well flares could be used as the feeder stock for making the hydrogen. Right now, all they do is add to the greenhouse effect while producing no useful or financial benefit to anyone.

        Sadly, I don’t think it is easy to capture any of that without slowing down the extraction process.

      2. Suspicious article.

        For example, I love it when people attempt to make their article look scientific by boosting it up with stats from other sources…however, I tend to click on links. For example, he says:

        ” As this source points out, hydrogen fuel cell engine efficiencies are roughly the same and in many cases poorer than” and then he links to “EV World” and it has no references at all…just a bunch of numbers picked out of the air. These endless chains of links rarely end up in anything approaching real world data.

        This is the kind of low life skulduggery I am used to from you and your cohorts.

        Also he is not up to date on the latest breakthroughs in electrolysis efficiency (82% was achieved at Stanford) or Germany’s wind to hydrogen projects.

      3. Bottom line is there may be a time and a place for hydrogen fuel technology but right now it’s not ready for prime time.

      5. Ikea Demonstrates That, Dirty or Not, Fuel Cells are Coming

        The company announced plans to install a fuel cell system at its Emeryville, California, store earlier this spring, and now the 300-kilowatt system is up and running.

        In combination with an existing solar array, the new fuel cell system will enable the store to generate the majority of its energy needs on-site.

        http://www.triplepundit.com/2015/07/ikea-demonstrates-that-dirty-or-not-fuel-cells-are-coming/

      6. The Mirai hydrogen fuel cell electric vehicle uses no gasoline and emits nothing but water vapor.

        It’s the only zero emission electric vehicle on the market that tops the 300 mile range milestone (an EPA estimated driving range rating of 312 miles, to be exact) and offers an EPA estimated 67 mpge city/highway/combined.

        In just one week, on July 20, California trailblazers can request their very own Mirai by visiting http://www.toyota.com/mirai.

        http://pressroom.toyota.com/article_display.cfm?article_id=5142#

  11. What are the potential alternatives for crossing the ship canal to get light rail to Ballard (assuming a 15th Ave W route)? Here are the options I see:

    1) Retrofit existing bridge to carry light rail – still have to deal with bridge opening.

    2) Build new 70′ bridge (bridge still opens)

    3) Build new 140′ bridge (no bridge openings)

    4) Tunnel

    Does this seem right or am I missing something? Also, who will pay for a new bridge? Honestly, I feel like options 1 or 2 would be bad – since dealing with bridge openings could really affect light rail reliability and speed. Options 3 or 4 would be great. What do you think will happen?

    1. 2 and 4 are in ST’s alternatives for Ballard. See the first link, “Final Report” PDF, pp. 75-79. Corridor A has a tunnel. Corridors B and C have a 70′ moveable bridge. Corridors D and E have a Fremont tunnel. Experts have pointed out the 70′ is significantly higher than the Ballard Bridge (I think twice as high), so it would open only a few times a year. I think ST studied a 130′ bridge earlier but decided it’s not worth the extra cost.

      Note: these alternatives do not dictate the ultimate alignment, but they’re the study results.

      Note 2: the study was done by ST’s contractor but funded jointly by ST and SDOT. Its mandate was to produce both ST light rail concepts and SDOT streetcar concepts. So Corridor E is for the SDOT mandate. It recommends “rapid streetcar”. ST has said that its definition of light rail is higher than that, with MLK as a minimum standard.

      1. A 140′ bridge would be an enormous thing looming over Ballard, and enormously expensive. A tunnel would be far preferable; I’m glad ST axed that option.

      2. “A 140′ bridge would be an enormous thing …”

        On the scale of the Aurora or I-5 bridges.

      3. And the Aurora bridge is so unobtrusive and doesn’t impact local travel into Fremont at all, and you wouldn’t need an elevator to get to the Fremont RapidRide E station that doesn’t exist. There’s even a troll who loves the bridge!

    2. Even on a bridge as low as the Fremont Bridge, bridge openings aren’t that big of a deal for transit as long as the transit vehicles are completely unaffected by general traffic delays anywhere near the bridge. The L in Chicago crosses a lot of bridges like that (tracks are elevated on the bridge), and bridge openings are so low on the list of things that cause L delays they’re hardly worth mentioning. When transit runs in mixed traffic bridge delays affect routes that don’t even use the bridge (Fremont Bridge openings, in addition to screwing every bus route that uses the bridge, often cause backups that affect the 5; Montlake Bridge openings can delay the 44 and 68 — all because sailboat owners aren’t content to sail near where their boats are stored).

      1. Al – so, are the bridge openings just timed in a way that they don’t affect the train?

      2. Timing bridge openings to not interfere with the L would be next to impossible — there are too many trains, and they don’t exactly keep precise headways (there are lots of rail junctions that randomize things, plus random boarding delays and track congestion — they’ve wanted to replace the Loop for something like a century, though at this point we’re probably incapable of replacing it with something better).

        It’s not a big deal because it just isn’t. The bridge opens, the bridge closes, the train is delayed by a minute. But the delay is limited to the amount of time the bridge is open. How often does the Ballard Bridge open anyway? Not often enough that bridge openings would be close to the worst source of delays on a largely at-grade Ballard line. Therefore not often enough to justify building a new bridge if (and this is a big if) we can get total separation from traffic on the existing one.

      3. Slap some Good To Go! tags on the boats to make some money. Make the boat toll rates fluctuate to peak demand going over the bridge, similar to 520. Uncle Moneybags may reconsider cruising his one man sailboat up and down the cut at 6 PM, screwing up bridge traffic for all land users above.

      4. Would the Coast Guard allow it? Does anywhere else in the US have tolls for boat crossings?

        And what about visiting boats that don’t have transponders? They don’t have license places either, just the boat’s cute name in an arbitrary script and color.

      5. I was half-joking, but not a chance in hell. If the City can’t get the feds to push bridge openings to 6:30 PM, we’ll never see waterways tolled.

      6. Its still f—ing ridiculous that a single pleasure sailboat has the bridge open and cause huge delays to hundreds of people. I have no problem opening the bridge for commercial uses or even a platoon of pleasure boats but the way it is now is so old fashioned from back when there were lots of commercial boats on the water and very few pleasure boats.

    3. A 70′ bridge wouldn’t have to open very often. There are few boas/ships with masts over 70′ (this is also the clearance under the East high-rise on 520 and under the East Channel bridge on 90).

  12. Brings back memories. And who could forget the Clark and Lake stop in the Matrix…

    2. They are headed to the train yard which is right after Beacon Hill. Beats running the last trains out of service all the way from the airport.

      2. It closes at 1am now. But at the last meetup I asked the Metro planners if there were any county restrictions to keeping it open an hour later or potentially 24 hours. They said ST could decide to do that itself; the issue would mainly be security costs. Running Link an hour later on Fridays and Saturdays is particularly important for the segment that’s opening, due to Capitol Hill and U-District nightlife.

    3. And don’t dilly-dally on your way up to the stop, and visit the station area beforehand so you know where the stop is. Otherwise you may miss the last bus like somebody wrote about a couple weeks ago. But our lucky person did find a Car2Go right nearby. Not everybody may be so lucky.

    4. They might change the pattern a bit when they are able to run the last few trains as Westlake to Bellvue trains, once the east side shop complex opens.

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