Swift Ridership with Lynnwood Link

65 Replies to “Swift Ridership with Lynnwood Link”

1. I noticed that there is no stop on Swift Blue between Aurora Village and the Shoreline North Station.

   Am I correct that Swift is not allowed to be used to make trips exclusively within King County?

   1. Shoreline North/185th Station to Aurora Village TC is a trip purely within King County.

   2. Not only does the Blue Line now have two stops in King County, but it also has several stops in Everett, which is not part of Community Transit.

      Meanwhile, King County Metro has two routes serving Mountlake Terrace Station. Skagit Transit and Island Transit each have a route serving Everett Station.

   3. CT has allowed been allowed to have stops within King County. The policy serving those stops has been convoluted and antiquated. When CT had commuter routes serving King County, they had confusing policy of not picking up riders within King County if no one onboard the bus requested the stop. For example: route 880 from Mukilteo to U-Dist would get off the freeway in the morning and start making its trek along 45th St. The first stop was eastbound 45th & I-5. If no one onboard requested the stop, yet someone is standing at the stop, the bus would keep going. However, if someone onboard made a request, the bus would stop to let the customer exit and pick up the waiting rider. This was for the AM direction.

      It was a well-intentioned but rather anti-transit policy. Now that CT doesn’t have any commuter routes (except for the 424), it doesn’t really matter.

      Pierce Transit had this policy too for the 590’s along the SODO busway (I believe they abandoned the policy it last year). If no one on board the bus requested a stop yet there were riders waiting along the busway, the bus would keep going.

      1. “CT has allowed been allowed to have stops within King County.”

         CT has been operating in King County for decades. It has been pulling back in recent years as Link opened first to Northgate and then last year to Lynnwood. The 424 still operates substantially within King County from Monroe to downtown Seattle via SR-522, 405 and the 520 bridge. It will be replaced when the full 2 Line opens with a new route 908 running from the cities of Snohomish and Monroe to Downtown Bellevue station.
         https://www.communitytransit.org/transitchanges?q=2024%20beyond

      2. The topic isn’t just having a stop in King County. The topic is having a full CT transit trip possible entirely in King County (both ends of the trip).

         Most operators don’t want to subsidize transit trips that their own district taxpayers don’t help pay for. And conversely a neighboring transit agency could complain that the outside- district transit operator is denying them some transit fare revenue.

         I could see that “edges” should have buffers because a stop in one county could still be walkable if the line is less than 1000 feet away (like AVTC). So I don’t see a trip between AVTC and Shoreline North Link as an outside-the-district trip of the type I’m referring to.

      3. “Most operators don’t want to subsidize transit trips that their own district taxpayers don’t help pay for. And conversely a neighboring transit agency could complain that the outside- district transit operator is denying them some transit fare revenue.”

         We’ve already said CT doesn’t do that. The marginal subsidy of a handful of King County-only riders is a rounding error compared to the total cost of the route segment. The route goes into King County the benefit of its Snohomish/Pierce taxpayers going into King County. So stop decisions are based on whether they benefit them. The 105 had only two stops in King County’s part of Bothell for this reason. (The current route is 106, but I thought the one I rode was 105, so they may have been a pair before the pandemic.) The Swift Green extension will add a couple more stops, so CT is getting less uptight about that.

      4. Yeah, clearly neither Community Transit nor Metro Transit is freaking out over the fact that plenty of people are using their buses for trips that start and end in some other county. The nerve! Nor is any agency worried about someone poaching the minimal amount of subsidy that comes from fares.

         Mostly it is a problem in that agencies aren’t cooperating. Al is right in that no agency is going to be swayed by the argument that it is much better for folks in the other county. To the extent that they provide such service it is a side benefit. But agencies could easily be convinced that “if you scratch my back, I’ll scratch yours”. In general it is Pierce County that is doing the scratching and being left with an itchy back. They are providing a significant amount of service in south King County and Metro barely covers a tiny corner of Pierce. King and Snohomish County are more balanced — they could just do a better job of it. This could even include chipping in for service.

         For example I could easily see the 130 split into two routes. The western half (from Edmonds) could head towards 185th station. The bus from Lynnwood TC would follow the current routing (through Mountlake Terrace) until 76th becomes Meridian. Instead of heading west the bus could just keep going south and take over for the 346, ending at the 148th Station. That would give riders in Edmonds a more straightforward way to get to Link while replacing the 346 with a much better bus. But that would mean CT would be running a lot of buses in King County (saving Metro a lot of money). Either Metro should run one of those buses or CT should be compensated.

         I think this should be one of the roles of ST, along with building routes that cross county lines. I think the mistake was having the same agency (and not Metro) built our rail system. ST should be working with Metro to try and make sure that we have connections for a regional network (and both Lynnwood and Federal Way stops are excellent for that) but otherwise it should have been planned and operated by the county. That doesn’t mean it couldn’t be extended into another county (as it has been) but most of the stops and the vast majority of the ridership will happen within King County. Trips across the county line (whether short or long distance) are bound to be a relatively small part of the overall ridership and thus should have been part of a much smaller agency.

      5. “ We’ve already said CT doesn’t do that. The marginal subsidy of a handful of King County-only riders is a rounding error compared to the total cost of the route segment. ”

         I am not disputing your points in this situation , Mike. I’m only laying out generic arguments. Generally, it’s a gray area about what’s fair when a route is operating outside a district.

         For example, if Stride Blue went down Aurora until Northgate Way and ended at Northgate Station (picking up riders through Shoreline and North Seattle) it would be a much bigger issue.

         Since Shoreline North is just a mile south of the county line and the route generally mostly directly northward, the effects on Metro losing riders is negligible and certainly extending the line to Link benefits mostly Snohomish County riders and residents.

         There is another approach to the situation using fares, which Golden Gate Transit uses in San Francisco. They will transport a rider within San Francisco — but the fare is $5.50 where Muni is just $3.00. It’s not exactly the same situation (as San Francisco is represented as part of the bridge district) but it is a strategy worth noting.

      6. CT serves many stops in the King County portion of Bothell.

   4. Yeah, agencies definitely enable those types of trips. As Lazarus pointed out, you can take Swift from Aurora Village to 185th Station (completely within King County). It looks like a fair number of people do.

      It is more about routing. Sometimes an agency will provide quite a bit of coverage in the other county. Metro provides a fair amount of coverage in Snohomish County around Mountlake Terrace. The routes are fairly intuitive (it isn’t obvious where the county border is). To the south it is mostly Pierce Transit that is doing the work. The 402, 500 and 501 have unique coverage at the southern end of King County. The 500 especially spends quite a bit of time in King County (it could easily be a Metro bus). The Metro buses barely go into Pierce County.

      The routing for Swift Blue is poor and the county line likely had a lot to do with it. It is tough to imagine Community Transit detouring to Aurora Village if that was all in Snohomish County. It would take the faster, more intuitive route (straight down Aurora until 185th). It would probably have a stop at 200th as well as 185th. This would make the connections to other buses much easier (which is obviously a key part of Swift Blue ridership). But instead they decided to continue to serve the Aurora Village Transit Center thus making transfers worse for quite a few people. There are still a lot of riders that want to continue down the corridor and now they have to wait as their bus detours to the transit center and then wait for the other bus to come back out.

      1. I believe the Aurora Village routing is temporary:

         https://content.govdelivery.com/accounts/WACOMMT/bulletins/3836ec9

         https://www.shorelinewa.gov/government/projects-initiatives/185th-street-multimodal-corridor-strategy

         “In the future, the City of Shoreline will add Business Access and Transit (BAT) lanes on N 185th St as part of its 185th Street Multimodal Corridor project. BAT lanes require all vehicles to turn right, except buses, allowing buses to travel faster while maintaining access to businesses. Once the city completes this project, Community Transit will modify the Swift Blue Line Extension to continue on Aurora Avenue and N. 185th Street. This will allow for a station at the Shoreline Park & Ride. “

      2. That’s good news. It will be interesting to see what stops they add. It is worth nothing that any stop on Aurora (south of 200th) would greatly improve the transfer from Swift Blue to RapidRide E. The buses would overlap and it really doesn’t matter where a rider transfers. I see some combination of three possible bus stops:

         200th — This would serve existing riders who currently use the Aurora Village stop. This would connect riders to the 130 and 331 while riders could also walk a little ways (to the transit center) and catch the 346.

         192nd — I believe the park and ride lot is slated for redevelopment (as apartments).

         185th — This has the connection to 348.

         All three have apartments and amenities nearby. All three have existing bus stops. In the case of 185th, the northbound stop would be next to the RapidRide E stop but the southbound stop would be on 185th next to the stop for the 348.

         In terms of ridership on RapidRide E, 185th is the highest with 300 people headed south and 150 headed north. 200th is second with about 250 riders. This is a bit surprising since some potential riders likely use the park and ride stop. If it was my choice I would serve all three but I know that isn’t Swift’s style. I think it makes sense then to serve 200th and 185th. That would lead to the highest ridership while only adding one additional stop in King County.

      3. I always advocated for the Blue Line to maintain service along Aurora Ave and serve 185th & Aurora. This is a high-demand destination not just for Metro riders but CT riders who lives close to the county border. Fred Meyer/Bartells and other retailers are closer to them than 196th St.

         Long term, I don’t see the need to continue operating the Aurora Village TC. Most routes only go through it and don’t terminate there. All peak-hour routes have been eliminated. The only routes that end/start there are the E-Line and CT 114 (am I forgetting any?) and they can be shifted elsewhere. But who is really parking their cars at AVTC or the Shoreline P&R anymore? It’s not a robust park & ride like it used to be. It only serves as bus-to-bus transfers, which can be made on Aurora Ave.

         I’d much rather see the county cash in on the land for redevelopment.

      4. @Ross, we’ve had this dialogue before and it appears to have escaped your memory. CT continues to serve AVTC for several very good reasons. First, it’s important to keep in mind it’s an interim routing pending the City of Shoreline implementing the 185th strategy which includes BAT lanes. There doesn’t appear to be a lot of energy there, as they have their hands full with 145th at the moment.

         Second, with its existing infrastructure including bus bays, layover and parking, it’s the best possible transfer location for all south county CT routes and north county KCM routes.

         Third, it’s the location of crew rest station for many KCM and CT drivers whose routes terminate there. It makes sense as a hub for mobilizing service as crew schedules including break times are built around it. And it’s well lit and well staffed with security, which the arterial stops on 99 aren’t.

         When/if service eventually shifts to 99/185th, it will force longer walks for people to transfer from local routes to BRT. The Swift drivers will take their breaks at 185th station, but local routes will continue laying over at AVTC because that’s where the space is.

         And finally, it’s not poor routing. The trip between AVTC and 185th station is fast and easy, with signal priority at 185th & Meridian to make that maneuver reliable. I transfer there frequently between both services (E/Swift) and it works really well.

      5. “I don’t see the need to continue operating the Aurora Village TC…. But who is really parking their cars at AVTC”

         It’s a shopping center too. When the Blue Line extension was being designed, CT asked for feedback on whether to extend the route on Meridian or to reroute it to Aurora. Some low-income Snohomish residents said they shop at Aurora Village and would be harmed by rerouting it. So those people exist. However, CT decided to reroute it to Aurora when the street work is finished.

         During Lynnwood Link planning I met a Shoreline rep at an open house, and she said they were considering moving the transit center to the 192nd & Aurora P&R with a Swift station, so that would also abandon Aurora Village. Later Link was definitively routed to I-5 and I haven’t heard much about the P&R, but I still think Shoreline plans to do something pro-active there.

         I’d say there’s a better than 50% chance that Aurora will get a Swift station there. It has to be well north of 185th because southbound buses would have to turn left from a six-lane highway. Another possible routing would be to go east on 192nd to Meridian, avoiding Aurora south of 192nd completely.

         There would also be an issue of how many turns it would have to make to get to a station in the P&R footprint. I guess the buses would access it from 192nd. Northbound buses would have to, since they can’t get across the highway south of it. So southbound buses could turn at 192nd, loop around and come out on 192nd, and continue east on 192nd to Meridian. Northbound buses could do the opposite. That would avoid congestion and turns on 99 south of 192nd.

      6. Second, with its existing infrastructure including bus bays, layover and parking, it’s the best possible transfer location for all south county CT routes and north county KCM routes.

         Wrong. Imagine if you are taking a trip along SR-99 using Swift Blue and RapidRide E. A trip like this, for example: https://maps.app.goo.gl/wPxpgzU7XRRzSQZXA. Instead of making the transfer on Aurora, both buses have to detour to Aurora Village. The southbound Swift leaves the HOV lanes and moves into the left lane. Then it waits for the left turn signal. Then it eventually turns left and goes into the transit center. For the last couple minutes you are no closer to your goal. In fact you are farther away. The first thing the RapidRide E does is go back to where you where (at 200th & Aurora) where it also waits for a left turn signal. Finally, several minutes later you are heading the same direction you were initially. It is quite possible this results in a missed connection that is visible for the riders. While waiting to make that left turn into the transit center they can see the RapidRide heading towards Aurora. Too late, they’ve missed it. At least one rider has thought “If only Swift just kept going straight. Hell, maybe the bus driver can let me off here!”

         Sorry rider, you are out of luck. CT had other plans. In contrast imagine if Swift stopped at the same bus stop as RapidRide on Aurora & 200th. There is even less walking and no detours. You just walk to the stop and wait for the other bus.

         Third, it’s the location of crew rest station for many KCM and CT drivers whose routes terminate there.

         That is irrelevant. No one is suggesting that the RapidRide E layover somewhere else. We are saying that Swift shouldn’t detour to serve the stop.

         When/if service eventually shifts to 99/185th, it will force longer walks for people to transfer from local routes to BRT.

         That is only true of one bus: the 346. The 346 is an infrequent coverage bus that carries less than 200 people a day. The people who transfer from Swift will have to walk five minutes from 200th & Aurora to the Aurora Village stop. Yes, this sucks but it isn’t the end of the world and my guess it only hurts a handful of people.

         Meanwhile, riders of the RapidRide E would have a much better transfer. If they added a stop at 185th & Aurora (which is quite reasonable) then people who transfer to the 348 to get to Richmond Beach could avoid the long detour to 185th Station. So two groups of riders (that greatly outnumber the riders transferring from the 346) come out ahead. Everyone else is about the same. Riders of the 130 and 331 would transfer at Aurora & 200th (basically the same). Riders of the 114 would transfer at 238th instead (which is probably what they do now anyway). Riders of the 101 would transfer at 238th or any of the other shared stops along SR-99. Thus from a transfer standpoint most of the people would be much better off while only a handful would be worse off.

         The trip between AVTC and 185th station is fast and easy, with signal priority at 185th & Meridian to make that maneuver reliable.

         Sure, but my point is that it would be faster if the bus just kept going straight and turned at 185th. When there is no traffic that is the fastest way. For example as I’m writing this, Google says it is the fastest option to get from the station to the north end of Aurora (https://maps.app.goo.gl/o1gB2Ctkhhkfoxj87).

         But when there is traffic it varies. Many drivers check their phone before going somewhere and pick the fastest route based on the traffic. For brief moments an alternative route (like Meridian) becomes faster. But then enough people go that way that things balance out. Eventually all routes become about the same if there are lots of people going that way.

         But that is for cars. For buses that can travel in BAT lanes the rules are different. A bus can travel the same pathway significantly faster than a car can. Thus the route that is uniquely fast for a bus becomes faster than any of the other options. For a bus using Aurora is fastest when there is traffic and when there isn’t.

         But the big advantage to going on Aurora is that you would have much better transfers for the vast majority of riders and you could serve an additional stop or two on Aurora.

      7. Long term, I don’t see the need to continue operating the Aurora Village TC.

         I think it is mostly about layover. The RapidRide E, 101 and 114 all layover there. They may be able to shrink the size of the transit center or find some other way to layover there. I could see the county selling off the parking lot since it probably doesn’t get nearly as many people as it once did.

         [A Swift bus stop] has to be well north of 185th because southbound buses would have to turn left from a six-lane highway.

         You wouldn’t have to put both stops on Aurora. Northbound the Swift bus could use the existing stop on Aurora (https://maps.app.goo.gl/vviphVLUpanXkRrV7). The bus would be taking a right from 185th and just stay in the BAT lane. Southbound the bus could stop on 185th where there is an existing bus stop (https://maps.app.goo.gl/c9wJEShJhrCS6uDi6).

         Meanwhile I think it is a given that Swift will stop at 200th. This allows for many of the same transfers and coverage as the existing stop at Aurora Village. You would simply be moving the stop over to Aurora and sharing the stop with the RapidRide E. As luck would have it the RapidRide E already has stops there (on both sides of Aurora).

         Thus riders making the transfer northbound from the RapidRide E to Swift could do so at 185th or 200th. Riders heading southbound would use the bus stop at 200th. It would work surprisingly well with surprisingly little effort.

      8. Another thought. If you are going to have one Swift stop on Aurora it should be 200th. If you are going to have two it should be 185th and 200th. This extends the coverage area. Development in the area is largely right on Aurora itself. If you go east or west it doesn’t take long until you get to low-density housing. Some riders would have a long walk to a bus stop but not that many. By my calculation the people worst off would be those at Echo Lake apartments. But if they walk south to 185th then at least it would be pleasant as they could use the Interurban and skirt by Sky Nursery (and all the nice landscaping there): https://maps.app.goo.gl/tSeJJC1MAFQoB2Ge8. If they are heading south towards Link they could also end up taking the 348 (which runs every fifteen minutes midday). That is more walking that most people want to do to catch a bus but that is still a lot better than today. Those that find that walk intolerable could always use RapidRide (which stops at 192nd) as a shuttle for trips either direction. As I wrote up above the 185th stop performs much better than the 192nd stop (on RapidRide E).

      9. “Imagine if you are taking a trip along SR-99 using Swift Blue and RapidRide E.”

         That is but one example. And maybe the only one. The AVTC transfer between these buses is literally at the same platform, as it might be out on 99. Regardless of the location, the experience of switching to one BRT bus from the other would be the same. The big difference is, at AVTC there are WAY MORE transfer opportunities. The 130, 101, and 114 all come there with 30-minute headways. That’s 24 CT arrivals and departures every hour, before accounting for the KCM routes. The multiplicity of possible trips is vastly higher within AVTC than would be the case out on 99. The local routes would not also continue south on 99 with Swift, they would continue laying and turning around at the TC. Same goes for the KCM routes, I would guess.

         And you cannot blithely dismiss the crew scheduling piece of this. Doing so reflects your indifference and/or ignorance around the critical importance of staffing these services and aligning the human resources with the fleet resources. Every one of the breaks on every one of those routes is the subject of collective bargaining. And every one of those non-BRT buses is programmed on multiple interlined routes every day.

         My point is, sure you might save a couple minutes on BRT-to-BRT transfers by sharing stations on 99 south of 200th. Those are high ridership routes benefitting a lot of people. But doing so leaves out of lot of mobility choices/connections served by the TC, and thus would not be better overall for the collective users of the system. And I’m reacting to your certitude that keeping Swift on 99 is the better choice. It’s really not that simple.

         And like I said, I use these two routes quite a bit and it really doesn’t bother me at all to switch at the TC. It’s actually more pleasant with the enhanced safety & security presence than standing out on Aurora. But I’m just a focus group of one.

      10. Many more riders would take the blue line entirely within Shoreline if CT used the better Aurora pathway rather than the Meridian pathway. RossB and I have listed the advantages a few times. The Aurora pathway would have one turn; the Meridian pathway has three turns. The Aurora pathway would probably be faster as it has BAT lanes and avoid the Costco gas line congestion. The Aurora pathway would provide common stop transfers with the E Line at North 192nd Street stops in both directions (look ma, a no walk transfer). The Aurora pathway would directly connect the 400+ stalls as the Shoreline P&R with Link; the Lynnwood Link network does not provide such a connection. CT would get more fare revenue. The Blue line should also serve stop pairs at North 185th and Aurora and North 185th and Meridian for retail and transfer points. Its a network. So, CT could save minutes, attract more riders and revenue, and be heroes to auto-access riders: a win-win-win.

      11. @eddiew, adding a stop to serve the 400+ stalls at Shoreline P&R while bypassing the 390 at AVTC is not a “win”. It’s swapping one set of car parkers for another set of parkers of equal size. And giving up the transfer quality between BRT & local routes possible because of the TC’s capacity is not a “win” either.

          But whatever, the current routing is interim, for however long it take the city of Shoreline to build its improvements on 185th. That will be awhile, so CT and KCM have some time to figure out how they’ll accommodate transfers between local routes and BRT when the latter no longer serves the TC.

   5. Swift is a limited-stop service like Link. It normally stops every mile or so. What large density cluster or institution between Aurora Village and Shoreline North station justifies an extra stop? Not just the houses in between.

      1. What justified building a light rail station north of 185th?

      2. Snohomish County

      3. “What justified building a light rail station north of 185th?”

         That has nothing to do with where Swift stations should be. While they’re both limited-stop, they still play different roles. Link is the tri-county regional service. Swift fills in where Link doesn’t go. In other words, Swift fills in where trams would otherwise go, as Link feeders or to connect secondary corridors not on Link.

         So Swift Blue has two stations in southern Edmonds (216th and 238th), one at the Aurora Village shopping center/transfer hub, and one at Shoreline North station (the main transfer hub now). That’s about right for the distance and density. I don’t see why you’d add a station on Meridian.

      4. What large density cluster or institution between Aurora Village and Shoreline North station justifies an extra stop?

         I pretty much answered that with my other comment (https://seattletransitblog.com/2025/05/05/swift-ridership-with-lynnwood-link/#comment-955984). There are three potential stops, each one of which looks pretty good: 200th, 192nd and 185th. Any one of those would be an improvement over the transit center because it would make the transfer from RapidRide E much faster. While I think it would be ideal for Swift to serve all three (each one would get a lot of riders) it would be OK to just serve 185th and 200th. 200th because it is close to the existing stop and 185th because it is a fairly high ridership stop. It gets about 150 riders heading north and my guess is a high percentage of those are just trying to connect to the Swift Line. It gets another 300 going south which is quite good even for RapidRide E.

      5. I don’t see why you’d add a station on Meridian.

         I agree with that. Meridian is a low density corridor in Shoreline. Even in Seattle the corridor doesn’t get many riders until it gets south of Northgate Way. A stop at 185th & Meridian would connect to the bus that runs on Meridian (currently the 346). But the handful of riders that are likely to transfer could do so at 200th & Aurora. It is about a five minute walk (https://maps.app.goo.gl/qYBB763PtkfoWeAv9). But I don’t see Swift making the stop just so that a fairly small number of riders could have a better transfer. Extra stops on Aurora are a much better value.

      6. “There are three potential stops, each one of which looks pretty good: 200th, 192nd and 185th.”

         That’s on Aurora. I thought the original question was about adding stops in the current routing.

      7. The original question was whether Swift was allowed to be used for trips exclusively within King County. Obviously it is, as Lazarus pointed out. Aurora Village Transit Center and 185th Station are both in King County and a little less than 100 riders a day ride between there. But if the question is about adding stops in King County then a reroute would certainly be a consideration. Even if the bus just stopped at 200th & Aurora (instead of Aurora Village) it would be better. Swift Blue would be faster and the transfer to Swift Blue would be better.

      8. 185th & Aurora Ave is a good candidate – and a location I advocated when the Blue Line extension was in its planning stages. There is a recognizable demand for CT riders who live close to the county line and need to access the retailers at 185th. It’s closer to them than going up to 196th St or beyond.

         But this requires a large deviation to/from Aurora Village and added travel time. As I commented Ross & John D’s opinions above, I’m also an advocate for the elimination of Aurora Village, thus shifting the Blue Line to Aurora rather than Meridian.

      9. Three stop pairs and reasons: the P&R at North 192nd Street with a better transfer with the E Line; the retail and Route 348 transfer at North 185th Street and Aurora; and, the transfer at Meridian and 185th serving Shoreline District Court.

      10. there are 202 stalls at the AVTC, not 390.
          Long term, both sites should have housing atop a transit function.
          In the short term, Route 303 at AVTC will attract some auto-access transit riders; in the mid-term, the route could be deleted as not cost-effective and duplicative of Link.

   6. “it also has several stops in Everett”

      Swift Blue is a joint venture between Community Transit and Everett Transit. Everett Transit pays Community Transit for the Everett part of the line.

      The Aurora Village and Shoreline North stations are primarily for Snohomish County residents going to King County. King County residents can use them too, like they can all public transit routes. But the extension wouldn’t be there if it weren’t strategic for Snohomish residents. The same applies to Pierce Transit routes going to Federal Way TC. It just happens that the transfer hubs are on the King County side, and that’s mainly because King County is the most populous and central county.

   7. and that’s a good thing as it is already terrible enough that it goes there instead of the most logical final stop: Mount Lake Terrace transit center. This means everyone in Edmonds ends up in the increasingly irrelevant Aurora village TC

      1. Are you saying that the Swift Blue should go to Mountlake Terrace Transit Center instead of 185th Station?

2. I went to see a movie on the 3D IMAX at Alderwood Mall Saturday.

   When the Orange Line arrived at Lynnwood Station, several riders were on board and several more boarded. At the next stop, by the mall, the bus completely emptied out, and then several more boarded.

   One thing I have never seen on a SWIFT line is anyone using the on-board bike slots. But then, there is a snazzy, non-swervy bike trail that goes way north and way south from Lynnwood Station that has been in place for years.

   1. That’s the Interurban Trail following the former streetcar route. It turns out it was 99 that bypassed the old center of Lynnwood, not I-5.

   2. The onboard bike racks are quite commonly used in my experience, particularly on the Blue Line, and somewhat on the Green Line. It’s probably least frequently used on the Orange Line because most of the important destinations off that line are within walking distance of the stops and the riders tend to appear more affluent and therefore more likely to use a car as transportation outside of normal bus routes instead of a bike. My ebike is too long and heavy to fit on regular bus racks but it does fit on the Swift racks which is super convenient if I don’t want to ride the whole way to where I’m going.

3. The eventual opening of the 128th St. Link Station should make the Green Line usable for a lot more trips. The orange line could also benefit as well if it were extended an extra half mile (which I’m guessing CT will eventually do when the time comes, just like the extended the Blue Line to meet Link at 185th).

   1. Just a mention that the proposed Link station where the Blue and Green Swift routes cross (SR 99/ Airport Road) is “provisional”.

      https://www.soundtransit.org/system-expansion/everett-link-extension

4. The Orange Line would have greater ridership if it served the east side of the mall. This side is where most of the retail activity is located, not to mention high density housing. Yet it chose to serve the less dense, slower side of the mall and low density housing along 36th Ave W.

   1. Jordan: Kohls, Target, and Cheesecake Factory are arguably not “that much” better than Ross, Homegoods, and Buffalo Wild Wings + Red Robin. There is the new apartment complex on the east side of the mall, but on the west side, you could easily add stops at 184th ST to serve Lynnwood Place businesses and The Woods apartments. To me, the bigger issue is the pedestrian environment surrounding the stops. Every bus rider is a pedestrian at the beginning and end of their trip.

      1. @ Brandon K… but you’re forgetting the smaller retailers that cluster within the eastside of the mall and outdoor promenade that extend from the newly built condos and wrap around all the way to Nordstrom. Even compare the parking lots of each side and you’ll notice the east side is always full where the west is often sparse. Heck, I would even support the Orange Line serving both sides of the mall by going along 36th Ave and then turning onto 184th St and adding a stop at 184th & Alderwood mall pkwy (Target)

   2. It stops there because that’s where the light rail preferred alternative route stop is planned for the alderwood mall

5. Thanks for gathering this data. I’m surprised at some of the numbers for the Blue Line. Neither Swedish Edmonds nor Edmonds Community College get as many riders as I expected. In the case of the college it may just be too long of a walk (riders may be taking other buses). There appears to be two things going on:

   1) Transfers are huge. Every stop that gets a lot of riders is a major transfer point. 185th has Link; Aurora Village has RapidRide E (and some smaller buses); 196th has the Orange Line (and the 166); Airport Road has the connection with the Green Line and it is where the 101 turns. Casino Road doesn’t have many Community Transit buses but it has Everett Transit buses. It seems very likely that a lot of trips on Swift Blue involve a transfer.

   2) With the exception of Downtown Everett, population density is more important than destinations. Most of Snohomish County is low density with only a handful of places that get over 10,000 people per square mile. One of the bigger census blocks is Airport Road (which has plenty of riders).

   Other than trips to Downtown Everett (a significant destination) this looks like a route dominated by trips to minor destinations or transfers. But I’m also no expert on Snohomish County destinations so let me know if I missed anything.

   1. The college is some distance from 99. It was worse when there was only the 196th station before 200th opened, so it was an L-shaped walk to the college. There are other routes right at the college, so sometimes there’s a tradeoff between choosing the Blue or another route, like if you’re going to Aurora Village. Now the Orange goes directly to the college, and to Lynnwood station, and 164th, so people are taking that if they can.

      1. The college is some distance from 99.

         Yeah, and from what I can tell the Swift stop is not ideal, either. The southbound stop for the 101 is about as close as you get if you don’t leave the highway. (The walk is actually a bit less than shown if you cut the NE corner and it looks like you can.) The walk to the southbound stop for Swift is farther as it is down by 204th. Same goes for northbound as instead of walking to 204th for the 101 you have to walk up past 200th for Swift. Thus even if you are on the SR 99 corridor and don’t want to hassle with a transfer you may be better off with the 101. It is worth noting that the 114 serves Aurora Village and a bit of SR 99 before heading over to ultimately get right by the college. Swift Blue has competition for getting to the college (even for folks who don’t want to transfer) and this likely contributes to relatively low ridership there. In contrast Swift Orange is the fastest, most frequent way to get from the college to Link (and several other stops).

6. There needs to be much better walkway connections between the Swift Orange stop and the Alderwood mall entrances, especially a more direct walking route to the food court and AMC theater. You see a lot of people using the uneven grassy stretch on the north side of the 188th St. entrance, then inventing various ways to get across the mall drive loop and cut through the landscaping to get into the garage. That, or they cut diagonally across the parking lot to the JC Penny entrance. It is not at all obvious that there is a walkway across the parking lot to the JC Penny entrance roughly a block to the north, and at any rate, it is out of the way and involves a narrow sidewalk alongside a busy four lane road. At some point there was construction activity at the 188th St. entrance, which got me excited; however, it turned out to be an EV charging station. Another suggestion I have is to add Orange line stops on 184th just west of 33rd Ave., to be a closer walk for the H-Mart shopping center and “Lynnwood Place,” including the Woods apartment complex and the Costco. There is already a local stop on the north side there. These seem like places worth serving, but they are a long walk from the Alderwood Mall stop. Lynnwood really needs to take pedestrian traffic flow more seriously in order to get more use out of Swift Orange. They need to realize that every bus rider is also a pedestrian for part of their trip.

   1. I believe at least one of the proposed Alderwood Mall station locations for the Everett Link Extension is in the massive parking lot between the 188th St stop and JCPenney/the parking garage. Given that the parking lot is probably only full Christmas week and it’s a north/south corridor, I have high hopes that the whole area will be turned into a walkable light rail station with bus loops and easy access to the mall. I think Everett Link Extension is gonna steal a ton of Swift riders with the current network but we’ll see. I’m not as big of a fan of the Ash Way station proposal putting it on the opposite side of I-5 from the existing bus bays, which would be a long walk for transfers and P&R users.

   2. swift is not a milkrun bus. It already stops enough as it is. If you’re going to H Mart, use micro mobility

      1. Huh? That is your takeaway?

         First of all Swift Orange is not a straight shot like Swift Blue. Swift Blue doesn’t make any turns for well over ten miles (and almost an hour or running time). Both the northern and southern tails are fairly straightforward with only a couple turns.

         In contrast the Orange Line is a sideways ‘W’. From the western end it goes east, north, east, west. But that’s not all. It has two major out-and-back detours. The first is to Lynnwood Transit Center the second is to Ash Way Park and Ride. It doesn’t have any major stretch where it just keeps going straight. It is constantly turning left, right, even looping around (twice) in the middle of the run. In other words it is more like a milk run than Swift Blue.

         But clearly detouring to Lynnwood Transit Center is the right choice. It is less clear with Ash Way but it still gets over 100 riders there (which is more than a lot of stops). So the idea of better serving the Alderwood Mall area is quite consistent with Swift Orange even if it came with a detour. But no one is suggesting a detour! The idea was not to run on the other side of the mall (as Jordan suggested above) but simply to have better bus stops or better walkways to the bus stops. Part of the problem is the mall complex which is not designed for pedestrian access. But the stops could be better. A stop up by the H-Mart certainly seems reasonable considering the large apartment complex to the east. This is a pretty long walk (https://maps.app.goo.gl/WZqELetU6s8kxFV26). Riders can catch the 103 but a bus stop there for the Orange looks more productive than the one up by 180th. It seems really odd to me that the bus detours over to 33rd in the first place only to make one stop. Either stay on 36th or serve it right.

         Overall the Orange is mostly a connector between the college, SR-99 and Link. Ridership beyond there is really not that good. Everything should be on the table as a result. Personally I think they are trying to do too much with one route (but that should probably be the subject of another thread). At the very least serving the mall area better (with an additional bus stop) is quite reasonable.

   3. Pedestrian access is a major problem in much of suburbia. It is pretty clear that the developers went out of their way to make sure that people couldn’t walk through an area. Thus you have this sort of thing: https://maps.app.goo.gl/TMt56FpjyCrUnDbt5. To be fair to the mall it does look like they built a good pathway to east end of the mall (Penney’s). You can see it in this picture: https://maps.app.goo.gl/vNC7VKbq37rdqEjW8. That is a nice bus stop just a short walk away from the mall. The problem is that it serves a different bus (the 103). If the goal is serving the mall it seems like that is a better bus stop. The drawback is that doing so means you can’t easily walk west. To get to the housing complex due west you have to go down and around (https://maps.app.goo.gl/ehgY9E5aSKmmeeiS6).

      I think this is an example of how the Orange Line is trying to do too much (as I wrote here: https://seattletransitblog.com/2025/05/05/swift-ridership-with-lynnwood-link/#comment-956011). If you are going to serve the mall then do it right. It is clear that folks are quite comfortable making transfers involving Swift. Thus Ash Way Park and Ride (which really should be called a transit center) to the mall and on Lynnwood TC (and Edmonds CC) is quite reasonable as an express. But the mall area isn’t one stop. It isn’t even one mall and there are plenty of apartments nearby. It is a big area and should have multiple stops around it (even with Swift).

   4. I was surprised at the routing on 36th, which is conspicuously single-family. But it seems designed to serve the Swamp Creek P&R, and it may give it better access to the Alderwood Mall area.

      Of course, Lynnwood could upzone 36th so the Swift alignment doesn’t look so out of place. Is the zoning higher than what’s currently there?

      1. I think the routing and the stops are both flawed. They do go together although they could make the Orange Line better just by improving the stops. The bus detours to get close to the mall. I get that. But then it only makes one stop along 33rd. I would make two (as I described here: https://seattletransitblog.com/2025/05/05/swift-ridership-with-lynnwood-link/#comment-956104). So stop here: https://maps.app.goo.gl/vp4h9cgBNwPfwjNY7 and here: https://maps.app.goo.gl/aBLaf6hfrMhvapCS9.

         At that point the bus wants to serve 164th. I get that. It is a good corridor. So to serve as much of the corridor as they can it goes up 36th. But the only stop on 36th is at 180th. This seems too far north given that everything north of there is single family homes. It seems much better to be further south, closer to 184th.

         When the bus finally gets to 164th it does a poor job of serving it. Part of the problem is that it there aren’t enough stops. This gets to the routing (or rather the choice of Swift for this corridor). To be fair, this is land of density extremes. There are big apartment buildings and huge parking lots. The problem is that the bus stops don’t somehow “nail it”. They don’t manage to serve stops in the middle of all the density, probably because no places like that exist. For example the first stop on 164th is here: https://maps.app.goo.gl/U1hoEo2JMC1uERtQ6 (close to the speedway). The bus ran up 164th but despite there being apartments on both sides of 36th that is the closest stop. You’ve essentially thrown away some of the potential ridership (people won’t do this: https://maps.app.goo.gl/nFjyTJNyUx3xcMDq8). Meanwhile, surrounding much of the land close to the stop they did add is greenbelt (and expressway). The next stop is the park and ride (of course). This is a major (but probably necessary) detour. The next stop along there is Larch Way. There are some apartments and shops nearby but there is also a lake and plenty of single-family homes (on really big lots) to the north. The next stop (North Road) is better but it also is a stop that shows the weakness of a limited-stop express on this corridor. If the development is all along the main corridor then you can easily get away with very wide stop spacing. But in this case much of the development is off the main corridor, to the south. This means long walks for some people (https://maps.app.goo.gl/FXMVkFFvWr8KdZoh8) even though the stop is obviously flawed (and won’t get that many people to the north). The last stop by the Bothell-Everett Highway is essential for transfers but not great otherwise.

         Overall the bus doesn’t cover that much of 164th. Again, I think it is very difficult if impossible to do so with only a few stops. There really isn’t that much variance in terms of overall density along the corridor. Pick any potential bus stop and you are bound to get apartments as well as low-density land within walking distance. It is also a fairly short section, which means you don’t that much from the limited number of stops. The difference is minimal compared to a normal bus. The really painful part for through-riders is the detour to Ash Way Park and Ride. Again, that is pretty much a necessity for a bus like this but that goes back to the poor routing.

         So much goes back to the poor overall routing. The Green Line may not get that many riders but the route is straightforward. It doesn’t make many turns. Even with major connection points (like Mariner Park and Ride) the bus just keeps going straight. The Orange Line is constantly turning this way and that. The only section that performs really well is Lynnwood TC to Edmonds College. It is fine to extend it (to Alderwood Mall) but then it should serve the mall area better. It makes way more sense to serve 164th with regular buses. It is unfortunate that Ash Way Park and Ride has such an awkward connection but the bus should leverage it by running through the area north-south (so it wouldn’t be a detour). Let the local buses make the detour.

         Unfortunately I don’t think it would be that easy to change the route. Because it is Swift (“BRT”) there may be additional paperwork involved. It also has fancy stops that aren’t trivial to move. This is one of the weaknesses of the “BRT” concept as commonly applied in the U. S.

7. Are there plans to extend the Swift Green Line down from Canyon Park to UW Bothell? I think there would be potential ridership in the Bothell area as well as increased connectivity.

   1. Yep there are plans:

      https://www.communitytransit.org/projects/swift-green-line-extension

8. I think the Orange Line is trying to do too much. The only section that is clearly productive is the section from Edmonds College/SR-99 to Lynnwood Transit Center. I think you can make the argument that it is the only section that should be so frequent. I suppose it makes sense to serve the mall but in general things fizzle out to the north. I think it would be better to just put the money into running the regular routes more often along with some rerouting.

   But assume for a second that connecting the mall with a bus every ten minutes is essential (even though most of Snohomish County has half hour service at best). Then you might as well do it right and do it quickly. For example do something like this. Have the Orange Line operate the same from Edmonds Community College to Lynnwood TC. From there it would follow the same path initially. But as it reached 33rd & 180th it would head east, not west. It would then hook up with Alderwood Mall Way and quickly reach Ash Way, where it would layover. It would make more stops around the mall but otherwise run very quickly.

   The savings could then be put into running the 166 more often. A regular more frequent bus along 164th is bound to get more riders than the Orange just because the Orange skips so many stops. I don’t see it cherry picking the best ones, either. There are other potential changes as well that could involve making routes straighter and avoiding the overlap.

   One flaw in general with the Swift routes is that they often require a second route on the same corridor making more stops. This fine if it is a corridor that involves overlap anyway or a corridor that is so long that you would have trouble making regular stops the entire way. But it is a big waste to have a bus route like the Orange Line spending a considerable amount of time making detours while failing to properly cover the corridor. This ends up costing the agency a lot of money.

   1. Yeah I’m not sure the doubled up service in Mill Creek is worth it. I wonder if it would have been better to send the Orange line to Mariner P+R instead of to Mill Creek. It could even extend to South Everett P+R (via Mariner P+R-4th-112th).

      The 201/202 could then just run straight to Lynnwood instead of detouring on Ash Way. Any savings could be used to run the 166 more often.

      1. That’s a great idea. I’ve never thought of using South Everett as a transfer point. It rarely (if ever) makes sense to transfer between CT and ST buses there (since almost all the buses go to Lynnwood TC). But Everett Transit buses also serve it. This would provide the same “local to express” functionality. It also looks good in terms of ridership; Ash Way (the street), 4th and 12th all look pretty good. I agree, at that point the 201/202 could run as express with no stops between South Everett and Lynnwood TC. Riders would transfer at South Everett for stops in between.

         I would probably have the Swift Orange take a faster (express) route from the mall to Ash Way Park and Ride. The bus would follow Ash Way almost from end to end. The full route might look something like this: https://maps.app.goo.gl/aQbXmcubxJokNMMM6. There are very few turns (but plenty of curves). I like it.

         There would still be plenty of issues. Lots of people (myself included) have been arguing that the 512 should skip Ash Way Park and Ride. If the 201/202 also skipped Ash Way that means both buses are fairly similar (at least from Everett to Lynnwood). It would be nice to combine them somehow (if nothing else ST could just give CT the money to run the 201/202 more often). Or maybe we just live with the 512 being the express that serves the park and ride. I really don’t think we need an express from Ash Way (or Mariner) to Everett. Taking an Orange Line and then making a transfer at South Everett would be fine. I see more value in the express from Ash Way Park and ride to Lynnwood TC. If nothing else it is blazing fast (the bus never leaves the HOV lanes). But this can be accomplished differently. For example the 109 or 119 (or both) could be extended south to Lynnwood TC. You would still have considerable network savings — it would more be a matter of the different agencies cooperating (i. e. Sound Transit given CT the money to run the buses).

         Stop spacing is an issue. Overlapping costs money. Sometimes overlapping is inevitable but overlapping because one of the buses isn’t stopping enough is costly (and buses run less often as a result). In this case though I think it works out well. I think the biggest issue that Everett Transit 2 I mentioned earlier. But other than that I could see pretty good “Swift-style” stop spacing. I think it is easiest to think of it in sections. South of the mall the stops would remain the same. Here are the other areas:

         Mall Area:

         I would add a stop here: https://maps.app.goo.gl/7i2mU5DY3VvLkeETA. This would be a short walk to the apartment complexes to the east (https://maps.app.goo.gl/WgSbFEJHnWYoSMpz9) and an even shorter walk to the office building on the other side of the street.

         I would also reuse the stop at 188th used by the 103 (https://maps.app.goo.gl/3cwR6amA2Q5a8mrF6). This is the best way to access the mall from the west. These two stops would still be fairly far apart (even by international standards) and yet cover the area much better than the one stop that exists now.

         It is tempting to add a stop on 33rd between 182nd and 184th to serve the apartment complex there (e. g. https://maps.app.goo.gl/8aUL2R4h3wuLG5Jn9). A lot depends on if they make it friendlier for pedestrians. Right now it is horrible. I mean this is some serious bullshit, folks: https://maps.app.goo.gl/6srG6VLXo8jRRPzRA. If they had straightforward walking routes then you would put a stop up at 33rd & 182nd to serve the various apartments and malls in the area. Until then this stop would make sense for most buses but not Swift. Riders from the apartment will walk to the stop by the mall which is at least much closer than the existing stop.

         The gap between stops would still be fairly large (even by international standards). You only added one stop yet it would covers the area much better.

         The Mall to Ash Way Park and Ride:

         There would be no stops between the mall and Ash Way Park and Ride. Partly it is because there is not much along that part of Ash Way. With all the buses detouring to the park and ride there is no reason to stop at 164th.

         So the first stop north of the mall is the existing Ash Way Park and Ride stop. The nice thing is the stop is already designed for the bus to just keep going north (it would no longer need to do the loop into the parking lot). You would just need to add a stop on the other side of the street. A Swift bus shouldn’t have to loop around a parking garage.

         Ash Way Park and Ride to Mariner Park and Ride:

         Here is where things get interesting. You run into the overlap issue. Is overlap inevitable or are you wasting money on a shadow? With the 201/202 gone you have the 109. The 109 will inevitably overlap a Swift route (the Green Line or this one) which means it might as well continue its current path. That frees up the Swift Orange to run as a limited stop-express. The density tends to be close to the main corridor which also encourages wide stop spacing. So maybe three stop in there. Use the existing stop at 153rd. Add a new stop at 143rd and then use the existing stop on 4th NE (after the bus turns). It would also stop outside the Mariner Park and Ride but not necessarily inside it. The main transfer would be to Swift Green and Swift Green doesn’t enter the park and ride. For that matter it might make sense to add bus stops closer to 128th since the existing transfer is not great (https://maps.app.goo.gl/bRXTVqFpbuPSBHoN8).

         Mariner Park and Ride to South Everett Park and Ride:

         At this point the bus would be overlapping the Everett Transit 2. While I’m sure Everett Transit would appreciate Swift covering that section thoroughly (with standard stop spacing) I’ll assume that the 2 still exists as a shadow for the other bus. This means some waste. It also means the Orange Line doesn’t pick up as many riders. But it does mean the bus would be faster from the South Everett Park and Ride to Ash Way, helping make up for the loss of the 201/202. On 4th I think you can get by with one stop (north of 128th) at Center Road. This would serve both the high school and the middle school. There are plenty of apartments in there as well. After the turn I think you stop at 112th & Meridian before ending at the park and ride.

         So overall it would still very much be a limited stop express. From Lynnwood TC to South Everett Park and Ride there would be 8 stops. Right now there are 9 stops. So fewer stops, fewer turns — basically a faster route, better coverage in the mall area and good connections to regional express buses at both ends. Overall that just sounds like a lot better than what they have.

      2. Do all these tradeoffs perhaps underscore why further extension of Link is powerful?

         Let’s assume CT has already identified the best bus corridors with its Swift network. Getting Link to 164th/Ash Way creates that “Orange express” that Ross has identified, plus it will make the Orange east of I5 significantly more compelling by bringing the transfer to Link dramatically closer (quicker & more reliable). Similarly, Link to 128th/Mariner anchors the Green, pulling in riders from both west & east and supporting transfers elsewhere in the CT & ET networks.

9. I notice that many US metro areas have the kind of bus route like SWIFT Blue.
   They run on the suburban arterial that is the opposite of complete street. Within walking distance of their stops are predominately low density and car-centric development. Yet they have good ridership.

   1. Few cities have limited-stop routes. They have full-stop routes on major arterials, and a few of those are up to the level of RapidRide.

   2. I notice that many US metro areas have the kind of bus route like SWIFT Blue.
      They run on the suburban arterial that is the opposite of complete street. Within walking distance of their stops are predominately low density and car-centric development. Yet they have good ridership.

      The Swift Blue route (a highway) is a mix. It is car-centric but there are also plenty of places that are relatively high density. It also connects to high density areas on each end. It directly connects to Downtown Everett and indirectly to Seattle. The reason why a bus of this nature is common and performs relatively well is because many cities are built that way.

      The same situation exists with the 1 in Tacoma. Prior to the pandemic it had by far the most ridership of any Pierce Transit bus with well over 5,000 riders a day (more than twice the second place bus). But the 1 doesn’t run as often so it doesn’t get as many riders.

      But it is all relative. Over 6,000 riders is great for Snohomish County but there are plenty of buses that get more riders in King County. For example the 8 is famously slow. It also isn’t nearly as frequent (it runs every fifteen minutes instead of ten). It takes less time to run end to end than Swift Blue. But even though a lot more money is being spent on Swift Blue the famously slow 8 carries about the same number of riders.

      A don’t want to imply that any bus route will carry a lot of people if they just make it fast and frequent. It needs to be fundamentally strong. In suburban areas (which is a lot of this country) then the pathway the Swift follows (and the investment that CT made) leads to relatively high ridership. But the same thing is true for dozens of routes in Seattle. If they made the buses a lot faster and more frequent then they would get a lot of riders.

10. About 30 years ago, both KC Metro and CT had a short-term cross-pollination into the other’s primary county. Metro originally had the 416, if memory serves me correctly, which later became CT 416, which ran across 205th on the county line, stopping on both sides. Metro also had the 377 that at one time went to LTC. KCM pulled back the route to LTC fairly quickly, but surprisingly has kept the 347 to MLT.
    Unless the thinking has changed in the past few years, the present configuration of AVTC to 185th North is a temporary alignment. Eventually, the route is to stay on Aurora to serve the Shoreline TC, then turn on 185th and head east. Ironically, 185th used to be a 4-lane road (2 in each direction) before it went on a road diet.
    CT had (and still may be, their decision-making process tends to be slow due to a top-heavy organizational structure) planned to consider additional stations along the existing Blue line, e.g. at Ranch Market and between E. Casino and Madison in south Everett, but so far that hasn’t come to fruition. About 20 years ago, there was also talk about extending the BAT lanes from Airport Road to 148th, but that’s been mired in the WSDOT bureaucracy since then, but I’ve seen reports that may be finally moving forward.
    As for the stops in Everett, CT is subsidized for having and serving those stations, something like a million or two million per year as I recall.
    The Orange line was put in to replace most of the popular 115/116. The idea to have it go straight between Mariner and Ash Way would eliminate the need for the loop-de-loop at the roundabout north of Ash Way, which adds time. At least the county installed a traffic light at the entrance to the loop, finally. I lobbied them for several years about that, and I told CT planners that if that didn’t happen, CT should loop at the southernmost entrance so as to use the then-only traffic light to exit. It would be great to see something between Mariner and South Everett, my preference would be extending the Link 2 line the 1.6 miles further, but that’s not happening any time soon. ET has the #2 (I think) that serves those two. There’s also been talk of a freeway station for Mariner for several years, maybe that’s sooner to happening by now.
    It is unfortunate that CT doesn’t serve the regional destination of Paine Field, unless you cconsider a 1/2 mile narrow, wind-swept sidewalk walk away “serving,” while ET goes to the terminal even though it’s not within Everett’s city limits.

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