Planning RapidRide K in Bellevue & Kirkland

RapidRide B (image: Kris Leisten)

King County Metro has begun preliminary design for RapidRide K connecting Totem Lake, Kirkland, Bellevue and Eastgate. Some details emerged in a pair of recent briefings in Kirkland and Bellevue.

RapidRide K routing in Bellevue and Kirkland (image: KC Metro)

The line is anticipated to open in 2025. As mapped in Metro Connects, the long range plan for expanding Metro service, the K Line would replace portions of route 255 from Totem Lake to the South Kirkland Park & Ride, current routes 234 and 235 between South Kirkland and the Bellevue Transit Center, and Route 271 between Bellevue Transit Center and Eastgate.

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Seattle TBD Annual Report

Just in time for you to vote on gutting it via I-976, the Seattle Transportation Benefit District issued its fourth Annual Report on what it’s doing with your $60 vehicle license fee and 0.1% sales tax. It’s long but there are lots of pretty graphs. Some takeaways:

More bus service

The percentage of households within a 10-minute walk of “very frequent transit” has grown from 25% to 70% since 2015, well on the way to the 2025 goal of 72%. (More housing construction in frequent transit corridors, as well as U-Link and its associated restructure, have also undoubtedly helped).

SDOT

Impressively, a sixth of households can walk to 2 or 3 very frequent routes, and 12.8% can walk to four or more. From five very frequent routes in 2015, Seattle is now up to eleven. It’s not hard to see how Seattle has bucked national ridership trends.

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We get a weekend of Link back

As the first stage of the project to connect the East Link track to the existing line, Sound Transit planned three weekend closures to build a temporary center platform at Pioneer Square. ST needs it to continue operations during a 10-week project to actually build the track switch, from January to March 2020.

The second of these weekend closures finished the platform, so that ST could cancel the third closure yesterday. The closure would have been November 9-10.

Each closure involved a bus bridge serving stations from Sodo to Capitol Hill. Usually a feature of unplanned service disruptions, the bridge will return for three complete closures next year. They were supposed to run in pairs every 7 minutes.

Sound Transit

I had bus alternatives (and, in one pinch, a car) and didn’t miss Link much on a quiet weekend. How did others think ST and Metro did with the bridge? How was signage, frequency, crowding, and reliability?

Report shows how e-bikes and scooters can complement transit

The Micromobility Coalition:

On average, workers living in the City of Seattle have access to 382,000 jobs within a 45-minute walk, e-bike/e-scooter, or transit commute, versus 283,000 jobs within a 45-minute commute from home by walk or transit only. This increase is equivalent to making 35 percent more jobs reachable without lengthening commutes or adding cars to the road.

The report details how e-bikes and scooters can help solve last mile problems, effectively extending transit’s reach. This has always been the scooter boosters’ main argument but now we have it quantified and localized within Seattle. The increase in accessible jobs is dramatic in some cases:

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News roundup: a mystery

Redmond Technology Center

This is an open thread.

Sound Transit Board resists adding Seattle rail options over cost concerns

Link train crossing the Duwamish (Image: Mike Bjork/Flickr)

Yesterday, the Sound Transit Board adopted a final set of options for the draft environmental impact statement (DEIS) for Link extensions to Ballard and West Seattle. After a contentious discussion that frequently focused on cost challenges, the Board voted down a Pigeon Point tunnel in West Seattle. Options for a central Ballard station at 20th Ave NW were not included in the DEIS either. Lacking support among board members, the central Ballard station was hardly discussed and it was not voted on. 

Two options were added to the DEIS. As expected, the Board approved adding an alternative elevated alignment in the Yancy/Andover corridor area of West Seattle. That would reduce the number of homes to be taken for construction, but also shifts the Delridge station north with inferior station access.

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Sound Transit set to finalize West Seattle & Ballard EIS alternatives

Link at Othello (Image: SounderBruce)

This afternoon, the Sound Transit Board will finalize the list of options to be examined in the Link Extensions Draft EIS for West Seattle and Ballard. A motion on the agenda adds just one more option in West Seattle to a initial list of alternatives adopted in May. Several other alternatives that were recently studied would not proceed any further. These include the Pigeon Point Tunnel in West Seattle and all of the options to locate a Ballard station near 20th Ave NW.

Let’s recap how we reached this point. Sound Transit has been analyzing options for the Seattle ST3 lines since 2017. In May, the Board made a selection from those alternatives to be considered in the draft Environmental Impact Statement. In response to input received during the scoping period, the Board also directed staff to examine a half dozen other options that might also be added to the EIS. An initial analysis on those options was completed last month. With that information in hand, the Board now has to lock down the final list of options to go through the EIS process.

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The legacy of Jim Ellis

Ellis with STB’s Ben Schiendelman riding Link in 2008

Seattle civic icon Jim Ellis passed away yesterday. Here’s a brief summary of his legacy, from a 2013 Seattle Times profile by Thanh Tan:

Ellis has played a vital role in shaping our region’s heritage, from the cleanup of Lake Washington in the 1950s to the formation of Metro and founding of “Forward Thrust,” a series of bold bond measures in 1968 that created the Kingdome, parks and trails, public swimming pools, fire departments, sewage districts, neighborhood improvement, arterial highways and a youth service center. In the 1980s, he led efforts to develop the convention center in downtown Seattle. By the 1990s, Ellis was still active, helping to create the Mountains to Sound Greenway.

“I don’t like the ‘I’ word,” he says emphatically throughout our two-hour visit. All those efforts “were very much a committee thing. It’s fascinating to see how everything we’ve undertaken, when we had far-sided leadership — and were willing to pay for the bill — has met expectations and is serving us well today.”

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For “rich cities”, read “exclusionary zoning”

Lake Sammamish and City. By Jelson25 – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=17267029

In a metropolitan area, or in a very large city that encompasses a wide range of economic activity, a high median income is a badge of honor. It usually involves some combination of an educated populace, vibrant research institutions, policies that help entrepreneurs, and high quality of life.

For a city, like Sammamish ($), that is a small part of a larger area, it means something slightly different. Policies in Sammamish are not creating high-paying jobs in Puget Sound; instead, they are skimming off the cream of that growth through exclusionary zoning.

Sammamish residents don’t have higher-paying jobs due to the business environment there. It’s because the zoning is designed to ban any home that a person in a less remunerative profession could afford, or any features that are attractive to most young people starting out in their careers.

This isn’t to slag on the personal choices of Sammamish residents: a place without poor people is likely to have less violent crime and schools with higher test scores. It’s a practical choice, if not an idealistic or commendable one. And if the merely affluent cutting themselves off from the poor is less than ideal, the plutocratic communities designed to ensure low property tax rates ($) that don’t pay for anyone else’s services are an inequality Chernobyl.

If County and State leaders are interested in doing something about inequality without entering the choppy waters of an income tax, they could do worse than forcing the annexation of these wealthy enclaves into larger neighboring cities, and shifting more of the tax burden from the local level to higher ones that make it harder to opt out of providing services for society.