This is the third (and probably last) version of a proposed restructure of bus routes following the completion of Northgate Link. This builds on the other two posts. As with the other two maps, this focuses on all-day service. I still expect some express buses to provide additional connections or coverage.
There are several, conflicting goals I’ve followed for designing this. Some are specific to this area, while others are important for any network:
- Make the buses faster by avoiding turns, or congested areas.
- Enable straightforward trips from anywhere to anywhere.
- Provide fast trips to a nearby Link station.
- Make it easy for people to get to the UW.
- Match service with demand. This applies not only to individual routes, but corridors that share sections with multiple routes.
- Favor more densely populated areas over less densely populated ones.
The first two goals are achieved best by building a grid with frequent service. Not only is this difficult for this part of town (because there aren’t many east-west arterials) but it conflicts with some of the other goals. Link stations don’t always fit nicely on a grid. To get to Northgate Station, for example, you need to make several turns (from any direction). UW Station is particularly difficult to get to. But the UW is a major destination in its own right, and should have direct service from nearby areas. This is why I’ve tried to give apartment dwellers in the area both a one seat ride to the UW as well as a fast, direct bus to a Link station.
Specific Routes and Options
65/66 — The Wedgwood/Ravenna area is one of the bigger sticking points. At first glance, simply running the existing 65 and 62 should be adequate. The problem I have with this is that riders on 35th NE — or at least those not close to NE 65th Street — would continue to endure a time-consuming trip to Link. I also don’t like the northern tail of the 71/76. It is obviously designed for coverage, but it serves low density areas before high density ones.
Variation 1 — I address both these issues with this proposal. The bulk of the apartments along 35th are north of 65th. Those riders would have a fast connection to Link, as well as good connections to additional bus service. For example, a trip from Wedgwood to Greenwood would involve a two seat ride through Roosevelt (instead of through the UW or Northgate). The 66 helps fill the gap left by the change. It provides for a good network in the area, as well as direct service to the UW. The tail of the 66 is messy and similar to the tail of the 71/76. But it is actually significantly shorter than the existing 71/76, while providing almost as much coverage. The layover area is part of the existing one way loop, saving some time. The best part about the new loop is that low density areas are closer to the tail. In that regard, it is similar to the all day 24 (which serves low density West Magnolia last). Thus coverage riders at the end of the line may be costing Metro some service time, but they aren’t delaying other riders. This particular combination also has the tail going to a different location than service along 65th, thus picking up more riders. If you are at View Ridge Park (equidistant to the 65 or 66) you would walk to the 66 if you are headed to Children’s or the the UW. From a service standpoint, I think the 65 would run more often than the 66 in this variation (as more people are headed to Link instead of the UW or Children’s).
Variation 2 — This is more closely aligned with current routing. The 65 is unchanged. The 66 has the new tail but is otherwise similar to the 71/76. This is a reasonable trade-off that keeps most of the existing network, while allowing a lot of the people on 35th to have a fast ride to Roosevelt. Frequency becomes a bit more challenging. With this combination, I think the 66 would be more popular and thus run more often (since it provides for a faster connection with Link). This would have the downside of running the tail of the 66 quite often, unless they ran a truncated version of it (like the 3 to Madrona). It also means that the current 65 is running way to often for what it provides (a connection to the UW and Children’s).
Variation 3 — This is a very lean and fast routing. The tail is gone, and people in that area simply have to walk a bit farther. The 65 would provide a connection to Children’s and the U-District. Thus the connection to Link may not be as fast as if the bus went to Roosevelt, but it is still a lot faster than today. You also double up service between Children’s and the U-District (and thus the fast connection between Children’s and Link). You lose some of the service between Children’s and the south end of campus, which is a natural connection between the two medical areas (and largely the justification for the existing 78).
As with all of the maps, I prefer the first option. Variation 3 saves service hours, but I don’t think it is worth it. I believe the first variation allows for a very good matching of demand to service. The new 65 doubles up service along the densely populated part of 65th, while giving the vast majority of people along the 35th corridor a fast ride to Link. A bus like that would be popular, and thus frequent. Service along the southern part of 65th is less important, but still strong enough — and short enough — to justify 15 or 20 minute frequency. You still have coverage for View Ridge, but it doesn’t cost you that much, because the bus doesn’t run that often. It also serves a different area, which means that it may attract those who are willing to walk a little further for a one seat ride.
346 — This change follows the move of the 26 to 5th Avenue Northeast in the previous map. While that provides good coverage and a faster connection to Northgate, it breaks the connection between the North Seattle College area and Green Lake (or the area and the 45). This puts it back. But there is a cost, as now service from Northgate to North Seattle College (and the surrounding area) is less frequent. I believe the combination of the new pedestrian bridge, the existing 345 and the new 40 (serving Northgate Way) is adequate to serve this connection. If not — if this is simply too much walking — then the 40 could follow its current route. I’ve kept the 345 going to Northgate because it provides front door service to Northwest Hospital. This means that folks who don’t (or can’t) walk that far still have existing service.
You do lose the frequent connection between other parts of Meridian and Northgate. But in return, you get a connection from Meridian to Roosevelt. This means that getting to Northwest hospital (or anywhere along Meridian) is a lot easier for a lot of riders (in Roosevelt, Sand Point, Greenwood, etc.). The variations all deal with the southern tail.
Variation 1 — This follows the 45 to Roosevelt. The only reason I prefer this is because of congestion along 80th, close to the freeway. It is not clear where this bus would layover (it is possible it could tie into some of the 65 buses coming from the east).
Variation 2 — This follows part of a route proposed in Metro’s Long Range Plan. This covers all the bus stops from the old 26. I don’t think the coverage is that important, but it is nice to have the bus loop around and layover under the freeway.
Variation 3 — This is a combination of the above two concepts. It avoids the traffic on 80th, but has a nice layover.
The 522 should have more bus stops along Lake City Way. The stop on 20th/85th is the second most popular bus stop on this route, north of downtown (exceeded only by the stop at 125th and Lake City Way). Riders along the corridor aren’t just going downtown, either. About 10% of the riders on the 522 are going from Lake City Way (within the city) to places north. As the population increases, so will rides of that nature.
It would behoove Sound Transit to add more stops along Lake City Way. At a minimum, the route needs a stop at 80th and 15th. Likewise, I consider 95th essential, as the 372 does not serve that area, making some otherwise close walks to the bus stop cumbersome. I would consider 98th optional but would definitely add a stop at 110th. 115th and 120th are optional, as those riders could take a frequent bus to Northgate (even if it is a bit slower). Metro (and Seattle) might have to negotiate with Sound Transit to add as many stops as possible. Adding three stops (80th, 95th and 110th) would still have wide stop spacing, while providing Seattle riders with a good connection to Link as well as the areas along State Route 522.
I used this map to figure out where the apartments are, and where they are likely to be built in the future. It isn’t perfect, but I’ve found it to be the easiest way to get an idea of where the density is.