This is a proposal for improvements to the bus network following Lynnwood Link. I assume that the NE 130th station is included. Like previous posts, this is focused on improvements in Seattle. The only Shoreline routes I show are those that enter Seattle.
Many of the routes build on what I’ve proposed earlier. In general I’ve adopted my preferred routing, but at times I’ve favored the current routing. Buses that aren’t listed (such as those exclusively in Shoreline) would be more or less the same, or as listed in Metro’s Long Range Plan.
The design goals are similar to those mentioned in a previous post. The big difference is that one-seat rides to the UW are reduced; the farther you are from a destination, the more attractive a transfer to Link becomes. The station at 145th is largely treated like a transit center, as there are several buses that terminate there. 130th station, on the other hand, only serves buses that keep going. Hopefully the station entrances will straddle the street, allowing riders to transfer from the bus to the train without crossing the street.
Changes on State Route 522
The addition of BRT on SR 522 (Stride) also changes the dynamic in the area. It is wasteful to send lots of buses out to Bothell when Stride will provide fast, frequent service for most of the corridor. At the same time, 522 BRT will not serve Lake City. Service is needed there, which begs the question: Where should Lake City Way buses terminate? The most efficient location would be at 145th. In my proposal, I terminate two buses there. If all buses terminated there, however, it would require a transfer even if someone is trying to get a get a mile or two up the road. I try to strike a balance, by having some overlap. I considered having buses turn around in Lake Forest Park, but that would require adding layover space (or a live loop) in a mall parking lot. I just don’t see that happening. The logical turn-around spot is Kenmore, which has plenty of space for buses, and relatively high ridership. I chose the all-day 312 as the bus for Kenmore. Its segment in Seattle is much shorter than the 372 and I think the route has fairly consistent demand along the corridor.
41 — This is a key bus route for the region. It would terminate where the D terminates, making the QFC on Holman Road a de facto transit center. I would expect this bus to be very frequent, not only because it would be popular, but because it would provide key connections. Buses that are used for transfers should err on the side of extra service. This one has a lot of connections. It not only connects to Link, but to the E, the 5, and just about every north-south bus in the region. Someone in Lake City, Bitter Lake, or anywhere along the route would have a fast two seat ride to just about everywhere. While it may be confusing to call this the “41”, I believe it deserves such a worthy moniker.
46 — This is a new bus that comes out of the long range plan. They propose something different (the 1010) that I don’t particularly like. I can see the appeal, though. A bus that goes up 15th NW, cuts over on 85th, then up to Northgate and on to Lake City would be popular. But I think it is fairly redundant. I also think the eastern tail to Lake City doesn’t get you much. Like so much of the long range plan, it largely dismisses the geographic advantages of a station at NE 130th. Someone in Ballard trying to get to Lake City would never drive through Northgate — they shouldn’t have to ride a bus through there either. But I do understand the importance of connecting Greenwood (and the rest of the 85th corridor) with Northgate. I considered just ending the bus at 32nd NW, where the 45 terminates. But I think there is value in having service along 32nd all day. I could see this running to 32nd every 15 minutes, while running to Market (down 32nd) every half hour (much like the 3 serves Madrona). Some of the buses could be extended to Lake City if the 75 proves insufficient, although I don’t consider that essential.
65 — This is the existing 65, extended up to 145th, and on to Shoreline Community College. The 65 runs a bit more often than I would expect (every ten minutes) but with this addition, I believe it is appropriate. This would be the main connection between the college and Link (or 522 BRT), so it should have no problem justifying that kind of frequency (if not a little bit better).
67 — As with the Northgate proposal, this replaces the 67 and (3)73. It is now extended to the 145th Station. With fairly fast travel along a relatively dense corridor and three connections to Link, I think this bus would be fairly frequent and popular.
75 — This follows the current route, which is different than my proposal for changes after Northgate Link. It will be the only bus connecting Lake City with Northgate, but I believe current frequency (about every 15 minutes) is adequate. There should be a big increase in transit traffic to Northgate from Lake City after Northgate Link, then a big reduction once the 130th station is built.
312 — As mentioned, this bus replaces the old 522. It would have more stops than the old 522, providing service along Lake City Way to Kenmore. It would provide a nice one seat connection to Roosevelt, as well as apartments along Lake City Way that I believe have always been underserved. Fifteen minute all-day service seems appropriate (similar to the 372).
372 — Now truncated at 145th.
346 — The 345/346/347/348 buses were the most challenging part of this project. At first glance I was just going to keep the 347 and 348 the same. It wouldn’t surprise me if Metro does this, since the 347 goes by three stations, and the 348 goes by two. However, I found that with a little work, I could save some service, which in turn would mean that each individual line could run more often. It also adds flexibility in the system (e. g. you can run one bus every 15 minutes, and the other every 20). The 346 matches a bus route on the long range plan, and works out nicely with the other changes.
347 — Provides fast service from Link to the hospital, coming from either direction. This also means that the detour to the hospital is acceptable, in my opinion. There aren’t going to be that many riders that take a bus past this point (they mostly connect from either end).
348 — This is unchanged. This will provide a very fast connection from Richmond Beach to Link (reducing travel time to various locations dramatically) and will be the only service connecting 15th/Pinehurst to Northgate. Right now it runs every half hour, but I could see this running every fifteen minutes.
As before, there are a couple areas where I think either option would be good. The variations are meant to be exclusive (e. g. I don’t expect both an all-day 28 and the 82 to exist). I prefer the first option in both cases.
The first option is simple. The 40 follows its current route (providing a connection from Northgate to the backside of North Seattle College) and the 345 no longer exists. Extra service would be put into the 347.
The second variation alters the 40 so that riders have a faster connection from Ballard to Northgate. Unfortunately, this means two buses serving Meridian (as they do now) and this is problematic. The service levels don’t quite match an ideal split, and it is always tricky timing things. Based on the long range plan, Metro isn’t eager to modify the 40 anyway, so I went with the simpler option.
82 or All Day 28
Both the 82 or all-day 28 extension are meant to provide service on 145th. It is not a major corridor, but there are enough apartments and businesses along there to justify some direct service to the 145th Station. Without it, riders would have to take a two seat ride to Link, which in all likelihood means a three seat ride (or more) to their destination. In both cases you double up service along Greenwood. Someone at 125th and Greenwood (or more likely, someone who has finished riding the 5) would have two options for getting to a Link station (allowing them to take whatever bus comes first).
The 82 is a simple coverage route that wouldn’t cost much to operate. I could see the bus being extended a bit into eastern Shoreline (NE 155th, NE 150th) to provide more coverage and connections.
The extended all day 28 is also an option. This is not an especially expensive connection, although Broadview is a fairly weak service area. As with the 3, I could see a truncated version (e. g. have the main 28 run every fifteen minutes, while the extended 28 runs every half hour).