This is an Open Thread. Comments may discuss any topic related to transit or land use. Uncivil comments will be moderated.

145 Replies to “Sunday Movie: Inside the SR-520 floating bridge rebuild”

  1. Still in Seattle area until tonight if anyone really wants to meet me. May go up to Everett and see Kona Farry of Pantographapp.com

    Had a great time at the Link opening yesterday. Watched the opening speeches (is there a full length recording of them?) then hung out in the long line that reached down the hill to the other (closed) entrance at Judkins Park entrance until I saw Miles in Transit crew and hung out with them. Got on KIRO news as they happened to be doing a segment right as we were.
    https://photos.app.goo.gl/81uVCDDZj7MeEpey6

    https://www.kiro7.com/news/local/sound-transits-crosslake-connection-now-open/WXYGTAO355HJXB5YYTZCFF3E64/

    Lastly, if anyone else wants to host the King County Metro Transit radio scanner (http://kcmt.rosecitytransit.org/) I seem unable to get great reception at its current location in Kent.

    1. Was Miles in Transit able to get onto Link to experience/film the crosslake segment? I checked the channel today and there’s no video yet.

      I would take the opportunity to meet another transit fan, except I’m still recovering from all the walking/standing yesterday and I only saw this message at 4pm Sunday. Usually I read my round of news, email, STB, and a Discord channel every morning, but today I’m still not finished.

      1. I did film the Crosslake segment and will probably upload it sometime. I met Aviation Seattle (I think that was his name), he’s a transit fan like me and I met him after getting Chick fil-A at Hwy 99.

      2. You can send any video links to the contact email for consideration in a future Sunday Movie. If there’s a Crosslink video or two (and especially if Miles uploads a good video), I may even do a midweek movie.

      3. I’ve never heard of Aviation Seattle. There’s “Joe, a 12 For Transit”, an aviation fan and photographer, who sometimes comments here and used to comment more. So it could be them or somebody else.

      4. It was fun meeting some people, I met Luke Lamon at Mercer Island Station and I talked to a woman who works for Kimley-Horn at Sam Smith Park on Everett Link Extension and stuff like that (though I never got her name).

      5. Also Mike, have you heard of Jaylan Ballinger? He’s a close friend that I would do bus videos with, I was supposed to meet with him at 7:30 am at Lynnwood City Center on opening day but I didn’t because I woke up late, besides we probably would have never survived those crowds at 9 am.

      6. “have you heard of Jaylan Ballinger?”

        No, I haven’t heard of any of the people you mentioned. The only Ballenger I know of is Ballenger Way in Lake Forest Park.

      7. Yes he was; I rode the 8 to get to Judkins Park, and Miles’ crew got on the same bus near Capitol Hill. He ended up getting in front of me in line and we both got on the first train, so I imagine he has to have footage.

      8. Miles’ video is now uploaded. It does a good job showing the new stations and crossing. Miles really got lucky at avoiding the massive lines at Judkins Park.

    2. The first link is asking me to log into Google Photos (which I didn’t know existed). I have a slight adversion to logging into a new site for a one-time link. So if it would be acceptable to make the page public, that would be nicer.

  2. So I haven’t been using light rail in a while, since I moved to a place on Dexter on the east side of Queen Anne and 99, meaning most of my stuff has been via the 62/40. Decided to do it for the opening, and was really impressed! I do wish the alignment in Bellevue was better, but I don’t really remember the discussions about that alignment so I don’t know if a tunneled station in the middle of Bellevue was ever on the table.

    My main question is Spring District. What’s up with that station? It seems strangely overbuilt for a station in that location. Is it really all just for the Facebook office nearby?

    1. Spring District station is planned to be directly integrated into adjacent development at the headhouses. Also there are future phases of the Spring District planned north of the station on the Safeway facility. There is affordable housing under construction NW of the station and a large life science & residential development SW of the station. Eventually that station will be at the center of a larger neighborhood.

    2. I’m not sure how you can call Spring District Station overbuilt. It’s basically a trench.

      1. I guess the split platform and it almost looking underground makes it look like it was built for much larger crowds than say, BelRed or East Main. The fact that it’s intended to serve a development in progress does make sense though.

        Since the 2 line has been open for some time, this is probably old news, but Redmond should be really proud of that station. That’s a really nice dining and shopping area right by the exit (as opposed to say, across a highway bridge from the station like too many US stations serving suburban city center developments do)

    3. When starter line opened, a Youtuber checked the Spring District elevator and found a button that goes to a floor that doesn’t currently exist.

    4. Historically Bellevue Way was the only major commercial/apartment street. It was still like that when I grew up there in the 70s/early 80s. (There were secondary areas like Crossroads, NE 8th, 140th/145th south of 8th, but they were secondary/smaller.) And Bellevue Square was the de facto center of the city the most people went to. So that was the natural location for Link.

      The initial vision of East Link in the 2000s was along Bellevue Way north to Bellevue Square, then turning east to the transit center (which was built ca. 1983, though it was originally on 108th). But Kemper Freeman, who owns Bellevue Square, is a staunch rail/transit opponent. He thinks what we need is peak-hour vanpools, off-peak people can drive, 405 should be widened, BRT is better than rail, and nothing is better than BRT (meaning we don’t need non-coverage transit). He pushed hard to keep Link away from Bellevue Square, cancel it entirely, and he sued to try to get the courts to stop it. This led to a flurry of City Council activity to demand two dozen alignment alternatives in the EIS, ranging from 112th to 405 to 116th. That added a year to the alignment decision.

      There was also the cost of a tunnel along Bellevue Way.

      In the 112th alternative that prevailed, Link would have been surface in front of City Hall. The city lobbied for a short tunnel there and got it. The city paid 50% of the cost. The rest came from lowering the Bel-Red/south Redmond segments to the surface, and North King taking on the cost of Judkins Park station and the track between CID-JP.

      The Spring District was a decaying industrial area for decades. The Link line, Spring Distict village, and Spring District name all happened simultaneously. The impression I got was it would be a larger village with more retail, but that didn’t happen. The station isn’t overbuilt or large: the de facto underground feel is just the way the transition from the base to the station to the eastern part naturally went: it was easy to cover it while it was being built.

      I think the Facebook office you’re talking about is the one that was originally built by REI, a large local outdoor-recreation co-op. REI intended to consolidate its headquarters into a new TOD building. But during the pandemic it changed its mind and went to all-work-from-home instead. So it sold the unfinished building, and that was when Facebook and other tech companies were expanding here, so Facebook latched it up. The big tech companies like getting the best urban locations.

    5. “There is affordable housing under construction NW of the station and a large life science & residential development”

      What the Spring District needs is more retail, so that people can do a full range of everyday errands without leaving the neighborhood. One bar and a golf shop is not enough.

      1. Very well said. I wish Amazon had stuck with their Fresh idea, and put one of those stores by the exit of every Link station. To be clear, I’m not a huge fan of Amazon, but they’ve got the organization and funds to do so.

    6. “Redmond should be really proud of that station.”

      We’ve been praising downtown Redmond to the skies.

      https://seattletransitblog.com/2026/03/22/sunday-movie-downtown-redmond-urbanism-floating-bridge-rail/ (March 2026)

      https://seattletransitblog.com/2025/08/17/sunday-movies-redmond-and-kemper/ (August 2025)

      https://seattletransitblog.com/2025/05/11/impressions-of-redmond-link/ (May 2025)

      https://seattletransitblog.com/2025/05/10/welcome-redmond-link/ (May 2025)

      Downtown Redmond is an example to the region. Every suburban downtown should be like that at minimum.

      1. At the very least there should be some kind of law stating that if you don’t have at least three nice restaurants around the station, it should be illegal to use “downtown” or “city center” in your station name (really funny how many us rail systems have this specific problem).

        Joking aside, I was surprised at Mercer Island too. For all its reputation you’ve got some very nice parkland and food there despite the highway bridge.

      2. The Mercer Island trail hasn’t gotten enough attention. It runs along the south side of I-90 west of the station with landscaping, and about a half mile on it expands to a linear park. There’s also the large Luther Burbank Park a few blocks northeast of the station (in between is a community center and apartments). There are also a few pieces of outdoor art downtown. I don’t remember if any of them are along the trail.

      3. Mercer Island has great parks. Bogue wanted it to be nothing but a park at one point.

      4. “if you don’t have at least three nice restaurants around the station, it should be illegal to use “downtown” or “city center” in your station name”

        Milwaukie OR has about 8 or so food trucks in the pod next to the Milwaukie City Center MAX station, plus a cafè across the street, a post office, and an archery supply store.

        Would the food truck pod qualify as 0, 1 or 8 restaurants for this?

        (The other Milwaukie station has a pointless plaza with uncomfortable steel and stone benches and an open space occasionally used by homeless, plus a parking garage)

      5. @Glenn in Portland it’s one restaurant in eight, or eight in one, neither confounding the trucks nor dividing the essence.

      6. Note how great Downtown Redmond is … with an aerial alignment and aerial station!

        I even think that had Downtown Redmond Station been built underground, the place would feel less interesting. There’s something wonderfully kinetic about having a light rail station just up a short distance from the street above an urban trail!

      7. Especially if the alternative is an extremely deep station, such as West Seattle is planned.

    7. ” a place on Dexter on the east side of Queen Anne and 99″
      Technically that neighborhood is called Westlake, being on the west side of lake union, but nowadays most people will think of Westlake Center or Westlake Station in downtown when they hear Westlake.

  3. Yesterday I woke up later than planned (9 am) and had missed the ribbon cutting for the Crosslake Connection, I then left home around 10 am and walked to the nearest bus stop from my home (The Swift Orange stop at Edmonds College). I then took the Swift Orange and got off at Hwy 99 to go to Chick fil-A to get some breakfast, I then got on the next Swift Orange and met a transit enthusiast who does videos like me (I forgot their name). I then rode the 2 Line from Lynnwood City Center towards Downtown Redmond and oh boy was International District/Chinatown crowded, I got off at Judkins Park and walked around. I couldn’t get on the light rail since the line was too long so I decided to just take the 554 to Mercer Island (which a lot of people also did). The 554 was crowded standing room only, and then I checked out the Mercer Island block party. I got on the 2 Line to South Bellevue since there was no line towards Bellevue at Mercer Island, so I checked out South Bellevue and got back on the light rail towards Seattle. Last but not least I checked out International District/Chinatown and went back to Judkins Park (to get my stamp), I didn’t really get anything but it was okay. Me and my sister then took the 7 to International District/Chinatown from Rainier/Charles (since the light rail was too crowded), and I then took the 150 to Southcenter to see Hoppers (which the 150 was standing room only). The 150 also got paused due to problems with loading a bike, and me and my sister made it to Southcenter smoothly. After a visit to Southcenter we took the F Line to Renton and from there took the 560 to Bellevue and from there took the 2 Line and from there took the Swift Orange back home.

    Any thoughts?

    1. PS: I did manage to get some videos on opening day, and a ride on the new segment in the evening. I’ll be uploading them soon.

    2. We (Miles in Transit and crew) also decided to take the bus from Judkins Park and found it packed.

      Also, didn’t mention that we also did a G ride afterwards. Miles says it’s going to be an uncut Pateron bonus video.

      1. Ok, I don’t know what ridership on the 550 looked like yesterday but one thing I know is that it probably wasn’t empty. ST is keeping it for the world cup (along with other express buses like the 515 which should run on matches), and the 570 was likely created to transport early travelers from the airport to Seattle (people who come from around the world).

    3. When I attended the 2 Line Starter Line at Bellevue Downtown, I took the second-last 550 before starting time. My usual stop is the terminus (Union & 5th), and there were 5-10 people there (up from 0-3 usually). But by the time it departed downtown it was full.

      I got to Bellevue TC and watched the speeches. The crowd was much larger than I’d predicted, so that’s why I assumed Crosslake would be large too. The following eastbound 550s were also full, as people came after the speeches started.

      After the ribbon-cutting I didn’t try to wait in the initial line, but I leisurely lingered for a while and then took the 550 (with a busful of people) to South Bellevue to start my Link ride. When I got there I found out others had amassed there to get on the first run from the terminus. I arrived a half hour (?) after it started, so by that time I could get on the first train that came. It was full, and trains were running every 2 minutes.

      I took it to Redmond Tech, and then visited a relative in east Bellevue and had lunch. I assumed it would be running every 2 minutes all afternoon, but when I got back, the festival was packing up, trains weren’t crowded, and it was running normal frequency.

  4. I was looking through the archives recently and found the promised travel times for ST2 projects from 2015:
    1 line:
    https://seattletransitblog.com/2015/08/10/red-line-travel-times-in-2023/
    2 line: https://seattletransitblog.com/2015/08/14/blue-line-travel-times-in-2023/

    TLDR expectations were:
    1 line Lynnwood to Federal way in 73. Actual is 88. 20% longer!
    2 line CID to Redmond Technology in 29 minutes.
    Actual is 35 min, also 20% longer!

    What gives? Did ST overpromise? Or am I misreading the article? How much did alignments change from 2015? The maps in the articles the same as what we got

    2. I feel like ST is operating trains way slower than they could be going at many sections. Especially on the 2 line. There are section where the train is crawling along as it enters or leaves a station. Unacceptable imo.

      2. It’s because they’re forced to stay on schedule. It’s ridiculous.

        A lot of trains were 4-6 minutes early according to OneBusAway throughout the evening. But they had to crawl at certain points to adjust.

        If trains can evidently operate faster, then Sound Transit should make sure the schedules reflect that and that the trains operate at that speed.

        I get that there needs to be a specific schedule of interlining with the 1 Line, but I’m sure they can work out the adjustments by pushing out the Redmond departure times accordingly.

      3. The I-90 schedule is relatively accurate, though it could be a little faster. The main area where the schedule is off is around Bellevue and Redmond. The trains seem to easily be “early” even if they’re not operating full speed. They need to fix things there.

      4. I don’t think they are trying to keep to a published schedule. If so they are failing miserably. I think people just assume a train will be there sooner or later and they don’t try and time it.

        There are a number of things that can cause a delay. Track issues are one. Another is train bunching. Then there is traffic lights (in Rainier Valley and SoDo). This can go along with the bunching. The dwell times aren’t really consistent either. All those issues can delay a train.

      5. It seems to me that it’s possible for the line to run faster than it does. I imagine that when drivers are used to the route, and maybe the tracks need to be adjusted, the run time can be tightened up a bit. You have to walk before you run.

      6. I agree with this assessment, especially as my first train over the lake braked even when it was on the floating straight away
        +
        Even if it was interlining that is causing the schedule to be so slow, wouldn’t it not matter eastbound trains, since they’re already passed the interlining?

        Hopefully this can be fixed in future service changes.

      7. There will be new train operators with each service change.

        Running at-grade, with people crossing tracks, comes with a price of having to leave and enter stations slowly.

    3. ST obviously miscalculated.

      By 2015, ST should have known better. Central Link had been open for over 5 years.

      I suspect that this time underestimate partly led to the train car shortage. It looks like the underestimate was short 4 trains for each of the 1 and 2 Lines (round trip means double the miscalculation). That’s 32 extra train cars needed (2 lines x 2 directions x 2 more train sets per line needed x 4 cars per train).

      2. ST underestimated both travel time and maintenance needs. That’s why it had to order more trains for baseline service and increase the ST3 order, and it has made operational/maintenance costs higher than expected, and trains are out for maintenance longer than anticipated. Much of the maintenance backlog is the maintenance-worker shortage and supply-chain delays.

    4. Thanks for the link Ian. I had forgot about that article. I used to look at the chart all the time. We had a discussion as to how best display the travel times and I forgot that we had created an example (of the type I like) years ago.

      Anyway, you are right. Bit by bit, the trains are significantly slower. That is why I stopped looking at the chart — it was out of date.

    5. I wonder if there’s a somewhat boring explanation for a some of the difference.

      Each of the times between stations is given as a whole number. If each travel time was rounded down from a fractional number (e.g. 3.4999999 to 3), then the travel time for each segment could be underestimated by as much as half a minute and the maximum summed underestimation over 25 station pairs would be 0.5*25=12.5 minutes over the entire segment. If the decimal part is truncated (e.g 3.9999999 to 3), then the total summed error would be 1*25=25 minutes over the entire line.

      I don’t doubt the current actual times are slower than the projected times, but I’d want to see a comparison between the numbers ST used to provided on the project page for each extension.

      1. I’d want to see a comparison between the numbers ST used to provided on the project page for each extension.

        I think that is reflected in the previous blog posts Ian mentioned. It is possible that the bloggers got the data wrong (at the time) but I doubt it. Zach got the data from Sound Transit. It is possible to make a mistake somewhere along the line but I did a quick check on the Wayback machine and for East Link they list:

        Mercer Island to University of Washington: 20 minutes
        Redmond Technology to Bellevue Downtown: 10 minutes

        Those times are consistent with the original blog post. I did the same thing with Federal Way Link and did find a discrepancy. But the earliest I could find a page for was 2019. So it is likely by then they figured out that it would take longer than previously anticipated. There is also the original ST2 documents. This appendix lists some travel times. It is a bit vague though — they don’t actually list the stations — just the cities in some cases. But UW to Lynnwood is a good test. They figure 21 minutes. Zach had 20. It is easy to see that as a rounding difference. But it takes about 24 minutes (according to the schedule). I think in general it just takes longer to get from one place to another than they originally estimated.

    6. I am sure Rainier Valley street-running section presents all sorts of challenge that lead to longer travel time. That challenge is probably so impactful that it triggers the short in number of LRVs needed in previous estimate, but I am surprised if 2 Line’s travel time estimate can be that inaccurate, too as the only street-running section are located in the area that is much less busy than MLK corridor.

      To understand what 5 more minutes between CID and Redmond Tech mean, I made a table to compare the 2023 travel time projection and average travel time per GTFS.

      If you present 35 min as a 20% longer, that seems ST’s projection was very inaccurate, but if you breakdown by segment between stations, I found 5 sections where train experience ~+1 min travel time and so far I don’t see any section between station where the actual travel time is 2 minutes longer than previously projected. Some of those with longer than expected travel time are the longer segments in the system, so I am not sure if it is fair to call ST’s work inaccurate.
      To be fair, your navigation system doesn’t even guarantee your travel time to be within -+5 min precision sometimes.
      The table can be accessed via the OneDrive Link below. I can make one for 1 Line if anyone is interested.
      https://1drv.ms/x/c/2d796e604ee872d5/IQAtQLbHbZBiSLZfc8EcPJDFAVG5bD0OWWsEwzmI6YJGOp0?e=PVxHBx

      I previously made comments about my ride to eastside in the weekday morning might not be made faster by 2 Line, but that was an rough estimate based on comparison of bus and light rail schedule from Westlake to Bellevue TC. I checked again today in Google and Apple map and found out I was slightly wrong. It turns out taking bus to Downtown Seattle and transferring 2 Line to Bellevue does save me 2-5 minutes. It was mostly made possible by the fact that 2 Line comes more frequently than 550.

      1. Yes, it is clear that none of the trips between two adjacent stations are much worse than average. It that longer trips take longer. Basically it is “death by a thousand cuts”. Judkins Park to Mercer Island takes a minute longer. Mercer Island to East Main takes a minute longer. East Main to Bellevue Downtown takes a minute longer. Thus it takes three extra minutes to get from Judkins Park to Bellevue Downtown. Not the end of the world but it adds up.

    7. Rainier Valley gets worse every year probably. And it will only degrade with the unnecessary infills including Pinehurst which has caused trains to slow down so we can get a nice view of the transit oriented golf course TOGC which features light rail stations costing hundreds of millions at each end. It may be a words first.

      1. still a chance to build a station right outside the Interbay driving range/par-3. which would be very useful for me, specifically, so i support it

  5. Yesterday morning I wasn’t in a rush, so headed down from the north via Link a little after 10am.

    Knew they were going to kick people off at CID, so I hopped off at symphony and asked the workers there if they would know when they would be running full trains to JPS. They really didn’t know, although they were monitoring the activity there.

    I decided to hop back on and head to CID to get a stamp map and stuff. Once I got there it was obvious how crowded it was before I even exited the car. I went up and the crowds/lines were even bigger. And of course no more maps (this was around 10:45am?). So I walked back to Pioneer Square station.

    Saw a guy sitting there with a stamp map, asked where he had gotten it (hoping they were somewhere at that station). He was nice enough to give it to me. He said he used to live in Bellevue and was hoping to go there but didn’t like the crowds at CID so left and was heading south.

    I then heard a PA announcement that the crosslink connection was open and I didn’t know if that was something that had been playing since JPS opened or if it was a new thing. Tried asking a security guy but he was clueless. I hopped on the 2 that arrived and luckily it indeed was the first to leave CID with people.

    Went to south bellevue, then back to mercer, then judkins, then back to mercer. So many booths at Judkins and Mercer. It was obvious my hope of going to all of the eastside stations wasn’t going to happen. Maybe someday.

    From Mercer linked to CHS to catch no kings as it started walking towards seattle center. One of the elavators was broken and the security person was suggesting people just use the stairs behind it. I was able to do that ok but there are MANY steps to those stairs, I’m guessing some people got annoyed.

    After all the no kings and color fest stuff at the center I decided to head back via the 62. Not the fastest way, but would give me a break from light rail and take me through some places I haven’t been to in awhile.

    In the tangletown area I looked up from my phone and realized we were going on a very narrow one-lane street, which seemed odd. Then I realized we were off course. D’oh. The driver had made a wrong turn.

    At the next intersection he was about to turn right and half the bus shouted (nicely) “left!” to him and convinced him to turn left instead. Thankfully he got back on route.

    I read on Facebook that supposedly some people drove to the stations to get their stamps quickly (and thus get the hat). Is that true?!

    1. We took the 7 from Judkins to Chinatown, and after seeing the lines there were almost as crazy, the 554 to Mercer Island.

      1. Scott, did you take the 12:28 pm 554 to Mercer Island at Rainier/Charles? I was on that one.

    2. The Capitol Hill southeast elevator has been out for a few weeks I think, but the elevators at the north entrance and at the southwest entrance were working when I used them last week.

  6. Why does the ST 570 Downtown Seattle to SeaTac Airport Night Bus not loop around the airport, instead staying on International Blvd? Its already a long slog with luggage to/from the light rail station now you have to cross International Blvd, walk through the station plaza, take elevator/stairs up then the skybridge just to get to the light rail station.

    1. I assume this is because they’ll want to eventually extend it to be the full South night owl down to Tacoma/Lakewood and they don’t want to lose all that time in the terminal loop.

      To incentivize people with many transportation options to use public transit, it must be irresistible. Having the bus stop way back on International Boulevard right now when it is the terminous is just going to make riders frustrated. I feel that rider frustration in general will increase with the meh downtown transfers between 1 and 2 lines, and by the low speeds of the trains relative to the amount of freeway alignment. Even with heavy traffic, driving across I-90 will likely be faster than the train for now.

      1. The meh 30-minute headway is also not particularly inviting, especially if one has to wait at a scary downtown bus stop that long.

      2. Even with heavy traffic, driving across I-90 will likely be faster than the train for now.

        As someone who has had to make that commute for the last 5 years (WB AM, EB PM) I strongly disagree. With “normal” traffic in the afternoon the train is 10 minutes faster vs 5 minutes slower in the early AM when traffic is moving ~65-70mph. I’ve had commutes of over 90 minutes when there was an accident on or impacting the bridge.

        Bonus, I can read email and track Amazon shipments while on the train. I guess some people do that while driving which is probably why I’ve had some +90 minute commutes ;-)

    2. I have the same question. Even if the plan was to extend this service to Federal Way, I think they should still make the detour. Airport passengers using the service will appreciate that so much and those whom are not going to the airport probably doesn’t mind that much. For that time of the day, it probably add 5-minutes to the trip.
      For someone who is that sensitive to travel time, they probably wouldn’t use 570 anyway.

      1. While I want the airport to be the terminus from the north and south lines, the airport terminal freeway approach gets seriously congested at night. Most of the night owl riders will be workers, who have to get to many different sites, not just the airport trrminal.

        But I am delighted that at least some airport workers will no longer have to drive to and from work, *if* the route serves dense residential neighborhoods and doesn’t force a downtown transfer, which the starter 570 fails on both counts.

      2. This is 12am to 5am… the airport drop off is empty then, soundbound wouldn’t add anytime because it flows north-to-south anyway and the airport road is an expressway leading up to it, northbound would add a few minutes to backtrack. People will appreciate it given the airport is the main destination at those hours.

      3. Airport loop’s traffic won’t be the problem for most part of the night owl service.
        574/124’s night owl trips current stop at terminal, so I don’t really know why ST has to invent another airport nighttime stop for 570 that is so far away from terminal.
        Airport workers are going to different site that may or may not be close to terminal, but i doubt the current 570 stop is closer to any of those sites.

    1. (Not watching it so I can be surprised on my first trip. But thanks for the link.)

      1. Mike, I don’t really need to watch it because I already got on it and the evening sky was beautiful as I crossed the lake on a light rail. I really liked the sky-high views from South Bellevue (I saw nature, the freeway, and yachts). We went into tunnels a few times and I saw Beacon Hill at a nice view but overall I loved the ride coming from Southcenter. When do you plan on riding it anyway? I rode it twice yesterday across the lake.

      2. I’ll definite ride it April 9 to my relative’s birthday. I’m not sure if I’ll get there before then.

        The other thing I want to do is take my roommate to downtown Redmond and show him what’s all there. It has been too much overhead to take someone there until now.

        And I want to get to Mercer Slough again sometime: I already went once to get article material, and we’ll have an STB authors’ walk sometime this spring to get more material and I’ll write an article about the joys of exploring Mercer Slough. If we can do the walk as an open invitation, I’ll mention it in an article or comment for others who want to join. Probably on a Saturday or Sunday.

        I would go to Bellevue Square, the downtown park, and the rest of downtown Bellevue, but I’ve been there so many times I don’t have anything particular to see or do there at the moment.

      3. I really liked the sky-high views from South Bellevue

        ST really builds the elevated sections to the moon. Where they go over 148th is way above anything else in the area. Ditto for the sky bridge from I-90 to S. Bellevue P&R. And the station there is higher than the roof of the parking garage. The track in DT Redmond is also way above almost everything else. When you gold plate the piers this added height adds a lot to the cost. Note, Redmond could have been at grade because it’s following an old RR ROW. I remember when the RR served the feed mill in DT. I think an at grade station could have been a focal point. The downside, it would have impacted automobiles…. oh darn. The money saved would probably have been enough to continue on said RR ROW to Woodinville. DT Redmond has definitely become an urban village. It’s almost completely lost its soul but I guess that’s how it goes.

  8. Just noticed that 249 was marked as the bus service stopping at Mercer IslandP&R. I think they mean 630 because that’s the one missing.

    1. Good catch. Also, the Exit A and B labels at Mercer Island station are swapped between ST and Metro maps. ST says Exit A is on 77th Ave, Metro says Exit A is on 80th Ave.

    2. 249 has been reduced to DART service that does something like Spring District to South Kirkland P&R… pretty useless. Northup/NE 20th St has had no service since the pandemic. The bus stop poles have been removed so I guess it’s not coming back any time soon. It always was a tortured route but it’s cancellation has left large areas of north/east Bellevue without any coverage. Nearest bus north of Spring District/Bel Red link stations is Old Redmond Rd. The 226 parallels Link just 2 blocks south on Bel-Red Rd which is pretty useless as the one large multi family development along the route is easy walking distance to Link. Hopefully this is improved with the fall restructure.

      1. Dart is no worse than the longstanding coverage route ancestors. The frequency/span is about the same, and it has a sufficient number of seats. The only difference between DART and a regular route is DART has one or two neighborhood-sized flexible service areas where you can preorder a deviation to your house, and the bus brand.

        The 249 goes from South Bellevue station (with a flexible area in Beaux Arts/Enatai), 108th, north Bellevue Way, the south Kirkland P&R, to Spring District station.

        Yes, the middle part on NE 20th street has been abandoned, and the eastern part has been reassigned to another route. But no, I don’t think many people rode between the outer thirds or to the middle third. If you want to go far, Link or other routes are faster. If you’re going to the middle part, there’s now Link, and the 226 is on Bel-Red Road, and Metro Connects envisions restoring service to 20th as soon as the county gives it sufficient funding to do it without taking hours from higher-priority corridors.

        Jack Whistner has suggested rerouting the 226 to Spring Blvd. That would be closer to 20th and serve the Link stations the current route misses. The tradeoff is abandoning Bel-Red Road. I’d tenatively like to see this move, but Metro hasn’t been interested so far. But that doesn’t mean it will never do it.

        The 226 is my Eastside route, and I’m going to try transferring at Spring District in addition to my current transfer at South Bellevue. I’d like to transfer at Overlake Village but the station is a 20-minute walk away down a hill (I timed it).

      2. I’ll also try the BelRed transfer; I keep forgetting about that. It may be a shorter walk than Spring District.

      3. @Mike, Much shorter walk from Bel-Red Station (aka the Arts District) to the 226 on Bel-Red Rd. Not entirely sure though where the stops are on Bel-Red Rd relative to 130th. But if you need to get your tires rotated Discount Tire is right there :=)

        RE: DART 249
        I’ll have to check out that scam. I just ordered my free RRFP Orca card since I’m older than DART dirt. Maybe when the weather is nasty and I don’t want to walk I can get a free (to me) ride from my house to the P&R. I’ve watched Access get abused this way. WTF, I’ve kicked in thousands of $$$ in car tabs for useless transit the last decade.

  9. We’re back to our regular article-posting schedule now, so we’ll have open threads every Sunday, Wednesday, and Friday. Other articles will be posted when they’re ready. At this point there’s nothing else this week, but something may come in.

    We’re on the lookout for Crosslake videos, and working on articles on ST3, zoning, a bus restructure retrospective, etc, and I’ve got an idea for a book review miniseries I’ll reveal when it’s ready.

    1. haha I was on the train from Lynnwood next to him and his group (I have a couple of cameos as an extra/background character in this video) – we were on the first train scheduled to go through to Redmond but had to disembark and wait at CID for several more trains before the *actual* first train in revenue service across the lake from CID and points north arrived. Chatted a bit with them about some local history tidbits. Unfortunately, he didn’t make it on that train with the rest of his group (and me), but the video shows he had an interesting day. I rode out to Redmond, did a bit of shopping, then back to Lynnwood and eventually to Whidbey.

      The fellow with him had been at the DC Metro 50th anniversary the day before, and they were both hopping Amtrak to Vancouver on the evening train that day.

      1. It was pretty funny that they precisely timed their trip to board supposedly first cross-lake train to carry passenger from Seattle but got kicked out at CID lol

      2. Well, I did the same, so I didn’t think it was so funny! ;-)

        (Actually I just wanted to be on the first end-to-end train, which I’ve done at the other openings, but it worked out and I got on the “first” one at CID. Didn’t realize the guy didn’t make it on the train because the people he was with all did.)

  11. Since 8/48 between Judkins Park and Mount Baker can function as a pretty lucrative shortcut for Link transfer to south, maybe KCM should adjust the schedule of one of the routes so they don’t always come at the same time. The two service in combined can form a roughtly 7.5 minutes frequency that aligns with 2 Line’s frequency.
    At least right now, northbound buses always come at the same time. According to schedule, 8/48 leaves Mount Baker TC within 1-2 minutes for a big part of the day when both routes run every 15 minutes.

  12. Trolleys are running on the 2/13 today! Or at least I saw a 13 trolley at 3rd and Bell on my way to work this morning. Finally! Must have been why the G was on detour yesterday.

    Forget the 2 Line across the lake, this is the real 2 Line (re)opening :)

    3. Exciting! It looks like that 13 is the downtown only trip, so 2 probably is not ready I guess.

  13. Very odd. It appears that google map now fails to recognize some Metro’s through-routing service pattern.
    I set a trip from 28th Ave W & W Eaton St in Magnolia to Downtown Bellevue, google tells me all sorts of ridiculous routes excepting for staying on 24/33 and then transfer 2 Line or 550 as if 24/33 really go out of service in Belltown.

  14. Just finish my first commute by 2 Line.
    My usually 550 left Union & 4th around 8:11am, I took the 2 Line train leaving Westlake around the same time. 550 arrived at Bellevue TC at 8:40am while 2 Line arrived at Bellevue Downtown station at 8:39am. The light rail fell behind for the most part. It really started catching up after South Bellevue.

    1. Yeah it’s too slow. I don’t know why it couldn’t be faster considering how few stops there are.

  15. When we were at Judkins Park my wife asked me why it’s so crowded compared to other Link openings we’ve been to over the last couple of years. I said it’s because this is the first time a station has opened in the city of Seattle in a long time. This is why I think West Seattle and Ballard should take priority and I will die on that hill. We all saw the lackluster crowds at Federal Way Link opening. There are diminishing returns the further away you get from Seattle. I loved the speeches at Judkins Park Saturday. People like Mayor Katie Wilson talking about living car free in the city. Very different vibe from Federal Way a few months ago when several speeches mentioned driving to the giant parking garage and taking Link to “the game” LOL!

    1. The Judkins Park station wait with its long line was bad on Saturday because riders had boarded at the upstream stations to ride over the bridge, so there was no room for more than a few people that could board a train when it reached Judkins Park.

      While the station was a special destination, the signature aspect of the opening day was the bridge itself.

    2. I agree on prioritizing routes in the city. I rode from Overlake to Chinatown and back today, and the trains were far from crowded.

      1. What time? Was it a 3 car train? Watching from our break room today I saw 1, 2 & 3 car trains on the 2 LIne. Most were 3 car trains. How many riders? “far from crowded” on a 3 car train could still be 100+ people.

  16. Is anyone planning to check out how full the 2 Line trains will be heading east from IDC during PM peak? If you are there, can you also keep an eye on how full the 1 Line trains are, headed south? The Yankees are in town, so a good test of if trains going to Stadium really need four cars.

    Can you do that for us, Sam?

    1. I’m still convinced that Northgate could work just fine as a turn-around for the 2 Line, in terms of capacity. Has anyone had any experience otherwise?

      Granted, reducing the length of the 2 Line from 78 minutes to 63 minutes frees up a smaller number of LRVs to the eastside, compared with making all the 1 Line trains three cars for the time being. Reducing the trains to three cars on the longer 1 Line would clearly enable all 2 Line trains to be three cars. I am not sure the Northgate turnback could accomplish the same by itself.

      1. I’ve commuted 1.5 days so far on the 2, Northgate to DT Bellevue. Both cars on the 6:11am from Northgate had a decent number of people, but leaving CID towards the Eastside today there were only 10 people on my car (and about the same yesterday). The train I caught back yesterday was a 3 car consist at around 5:30pm, which was fairly full going over the lake westbound (most seats occupied and a few standees; many going to the M’s game). Not sure how many rode all the way to Northgate (or beyond) as you get the normal people who will just board whichever the next NB train is once you get to CID. I don’t have the impression that many from east of the lake are going as far as Northgate/vice versa, or further, at least not yet. It will be interesting to follow this.

        Google Maps did not provide the 271 to Link connection at U District as an option from Bellevue to Northgate yesterday but does now. The scheduled PM duration (5pm) is 49 min on the 2 line and 45 min on the 271+Link at U District, but why bother with a transfer and the potential delays the bus faces? North of Northgate the returns are diminishing – from Lynnwood and Mountlake Terrace at morning peak Google has the transfer at U District from Link to 271 as 10+ minutes faster than the 2 line – and of course you’ve been able to do that for some time (and I have). The 535 is scheduled faster than Link as well. Stride on 405 will make taking Link even less likely for Lynnwood-Bellevue travelers. The benefit to the train, of course, is all the *other* places you can go to/from that the various buses don’t.

      2. Following up if anyone’s still reading – both Wednesday (5:30) and Thursday (4:45) were busier out of Bellevue westbound; in fact Thursday the trains were standing room, all seats taken, leaving DT Bellevue. Two-car trains of course, but still certainly considerably more people than I ever saw, at any time in either direction, on the old 2 shuttle line.

        Anecdotally a decent number of people use South Bellevue as a park and ride for the eastbound commute to Bellevue/Redmond; at least a fair number have left each westbound train there in the afternoon.

        People in the office have said they thought this week’s driving commute over I-90 was better than normal. No idea if that’s actually the case or if it will continue, but it will be interesting to watch. At least in my case there’s one fewer driver on 520 than before the 2 line opened!

    2. “Can you do that for us, Sam?”

      Let me try. Can you do it for us, oh Sam, our star reporter and the Emperor of the Comments Section, Troll Number One, who reads newspapers in twenty languages every morning. I know you keep sending brilliant investigative-reporting articles, but somehow they never seem to reach the contact email for some reason.

    3. The ~6pm eastbound 2 Line train I rode this evening was standing room only leaving CID and remained that way when it left Judkins toward Bellevue. Seemed to be a mix of folks commuting home to the Eastside and folks heading to social activities.

  17. The first day of weekday 1/2 interlined service. The first day of disruption.

    A track problem near TIBS is making trains “up to 10 minutes behind schedule”. Does that mean the trains are still running every 10 minutes, but behind schedule, or every 20 minutes (which could have riders waiting as much as 20 minutes).

    1. I read it as a single 10-minute gap in service, so the trains will catch up afterward eventually. If ST intended to reduce service to every 20 minutes (e.g., because single-tracking is needed for a longer period), it would say so more directly.

  18. We’re collecting Crosslake and opening-day videos; send links to the contact email. I have one so far that I happened to encounter on youtube. Is a Miles in Transit one coming by Saturday? Will it be public or patrons-only? I can wait until Saturday if one is coming; otherwise we’ll publish what we have in a day or two.

  19. Has anyone else noticed that Google Maps is missing a bunch of bus routes? Some I’ve noticed so far are the 65 and 372. For instance, if I ask Google Maps to route me from UW-Seattle to Lake City Way and 125th, it only recommends the 75. If I ask it to go from UW-Seattle to Lake City Way and 145th, it tells me to wait 5 hours, then take Link to the 322.

    Metro’s trip planner is fine, so I’m not sure where the data issue is or how to request Google fix it.

    1. I’m having the same issue. Transit app seems to work fine. I don’t know what’s wrong with Google maps.

      Another example: E Cherry and MLK to Bellevue TC should be route 8 to Line 2, but Google Maps doesn’t pick that up.

    2. Yes I am seeing the same and it’s isolated to GMaps. Apple Maps and transit app are working fine.

    4. “Metro’s trip planner is fine, so I’m not sure where the data issue is or how to request Google fix it.”

      When you landed your trip results in your app, scroll to the bottom and there is a button to report issue.
      Today is the first Monday in the current gtfs package. There might be some changes in real-time feed structure that car-centric Google Map team didn’t catch.

      All the peak express routes seem to be fine. It is really those service with real-time GTFS data that are gone.

    5. Metro screwed up their data.

      If you look on Pantograph, a lot of the blocks are messed up. The vehicles are not consistently assigned to a block, and some blocks are split apart despite being operated by the same vehicle. One example on the 101 went back and forth between two different blocks all day, and the last trips were serviced by a different vehicle…

      A lot of the routes got messed up too. And now their real time tracking is down.

      Hopefully they get it fixed soon.

  21. Trip report on the 2 Line around noon today: On a 2-car train, about 30 people in my car crossing the lake towards Seattle. Doesn’t seem too crowded, but I didn’t get a chance to see what the peak crowds were like in the morning. At Judkins Park, about 4 or 5 people got off the Redmond-bound train that had just arrived and got on my Lynnwood-bound train, indicating that many riders are apparently getting confused and getting on the wrong trains.

    1. I just posted a comment about getting on the wrong train as you post this, Sunny! It’s on the other opening day page.

      While I think people will initially blame themselves for rushing to board a train — only to discover that it’s the wrong train — at some point ST needs to supplement realtime train line information to riders to reduce this from happening.

      ST doesn’t make it visually clear which train is on the platform as they could. There are few destination signs on the platform and on the trains. Even with more visible line indicators, people will make mistakes. But ST is doing the bare bones right now and that needs to be improved.

      1. There are pretty good audio announcements on the newer Siemens trains. Approaching ID/C station, 2 Line trains say something like “Last station to transfer to 1 Line, for service to SeaTac Airport and Federal Way”. They actually say it twice, right after leaving Pioneer Square and right before entering ID/C. The problem is that people had headphones in or aren’t listening. They’re also doing a great job by announcing on the external speakers, “This is the 1 Line to Federal Way Downtown via SeaTac Airport” or “This is the 2 Line to Downtown Redmond via Bellevue”. Though the older trains seem to still need a software update.

        Visually, there’s less obvious indication though I don’t really know what I’d change, beyond putting the number in the colored square (which they said they wanted to do but just couldn’t figure out the software). I think that in the end, for a large number of people who have muscle memory, there’s not much ST can actually do. People will learn pretty soon. Any visitors from other systems will figure it out pretty quickly – you pay more attention to the announcements when it’s your first time.

      3. @ Sunny:

        On my other post, I suggested that ST install those LED projection signs onto the trains or onto a board above the train edge.

        It could turn on as the train approaches and extinguish as the train leaves — and alternate between the Line 1 ball and the Line 2 ball (perhaps with the word “BOARDING”) piggy-backing on the software that already reports what the realtime arrival signs display. It the projector signs cannot be dynamic, just install two projectors next to each other.

        More real-time screens (going from 2-3 per platform to 6-8) would also help of course — but they’d be more expensive. Those screens just say “Now” but don’t say “Boarding”’when the train doors are open, by the way.

        Anyway, I’m thinking that ST will routinely get complaints about the in-station signage being inadequate so people get on the wrong trains. When or if ST finally decides to take action, they’ll probably brag about how they’re proactively improving the rider experience through a press release.

    2. This morning when I went from Seattle to Bellevue, about 15 people per car riding across lake. Not super impressive but that’s a Monday morning on eastbound train.

      1. And same here soon as 2 Line running above grade, somebody realized he rode the wrong train. He was able to get off at Judkin Park.
        Yesterday some operators made additional announcement to remind passengers that the train was not going to the airport. That was very helpful and loud enough to hear. The the pre-recorded announcement was not loud enough and some were only played at station, so it probably didn’t catch that passenger’s attention.

    3. I took the train to Seattle this morning, about 8:20am. There was a good amount of people, I’d say about 40 in my car (?) very rough estimate. I expect this to be a lot of people experimenting. People in front of me were complaining about how slow it was compared to the cars whizzing by. I agree — I’ll probably switch back to the 545 because it almost added around 15 minutes to my commute.

      1. I boarded at Spring District this morning at 6:15. I was surprised it was a three car train. When I got to the station (dropped off at one of the kiss & ride pullouts) there were about a dozen tech bros arriving from an EB train. Spring District to Judkins Park was 20 minutes which is about 5 min slower than driving in the morning. The train was almost keeping up with traffic on the bridge which means it was doing ~65mph. Unfortunately it has to throttle way back approaching the expansion joint transition from floating to fixed. In the evening that same travel time will be a good 10 minutes faster than driving EB (some days an hour faster!).

        I was in the back half of the middle car and there were about a half dozen people. I noticed when I got off that the front half of each car had way more people than the back half. I’d guesstimate 60 people on the train at Judkins Park. Mercer Island seemed to be the most popular station for people getting on. I would guess that’s a lot of bus transfers. There were about 20 people waiting for the train on MI. The rest of the stations were 1-6.

        I’m surprised the gates to cross the tracks, at least the entry, isn’t automatically locked to keep people from trying to beat the train. ST did have someone standing there to check for stupid. I noticed they also had a “transit ambassador” at the S. Bellevue P&R. May have had someone at Bellevue TC too; I couldn’t see.

  22. A few weeks ago, there was some discussion about listing intermediate destinations on the Link destination signs. Ideally, it would be on the dynamic signs.

    However, ST could add a stenciled fixed sign with white lettering (and be otherwise transparent) to go atop the current fixed destination signs. It would only need to say “Via Downtown Seattle” underneath. Maybe a few other “Via” intermediate destinations would be fine to list too, like UW, SeaTac or Downtown Bellevue.

  23. 1 Line trains have a new exterior destination display: “Federal Way via Seatac Airport”. It scrolls.

    1. Sound Transit loves extra words. It could simply say Airport/Federal Way. 2 Line trains say DWTN Redmond instead of simply Redmond or Bellevue/Redmond. The other way they probably say Lynnwood City Center instead of just Lynnwood or Seattle/Lynnwood.

      1. It really drives me nuts every time I see that on-sense. Our signage could be way less cluttered.

    2. The point of it is to be clear to visitors. If people are thinking “Seatac” they may not recognize just “airport”. And “airport” doesn’t say which airport.

      1. What airport would someone confuse it with? If you are trying to get to Boeing Field or Paine Field and you are on Link, you area already lost.

        Also, SeaTac is the actual name of the airport. I’d keep “Seatac” and maybe use the universal sign for an airplane rather than the word “airplane,” so that a non-english speaker can quickly identify the airport

      2. Visitors don’t necessarily know how many airports Pugetopolis has. How many are big, how many their flight might plausibly be at, etc.

      3. @AJ… “SeaTac” is only known to locals and aviation nerds. It’s not universally known such as “LAX” or “JFK”, “O’hare” or “Heathrow”. SeaTac’s airport code would be recognized by far more travelers as codes are sometimes used on transit maps and wayfinding. The only problem is that “SEA” is too common of a word in and of itself, especially for a city that’s on a body of water. “SEA – Airport” may be a compromise between “SEA” and just “Airport”.

        Non-locals don’t know that Paine Field is an iddy-bitty airport that’s is dwarfed by SeaTac in usage and popularity (though flights are ramping up there).

      4. For a short while it was called Jackson International (in honor of our late Senator). I wonder how many people got off the plane thinking, “sure seems cold and rainy for Mississippi”.

      5. They can do what the downtown stations do, just put a airplane icon there. That’s more concise than any words.

    1. Thanks for the submission but the reflection is so strong you can’t see much, and I’m concerned about showing third-party individuals for so long. Or is that you in the dark W jacket?

      1. No, that’s not me, I just felt uneasy sticking the camera to the window so I filmed the ride on the window. You can see a black tablet and that’s me filming, also you can see what the ridership looks like.

  25. Does anyone ever notice that real-time data for Metro and Link is often unavailable on weekends?

  26. I took Link from Overlake to Chinatown and back today. The train was running really slowly. I don’t know what was going on, but it was crawling between stations, and dwelling an extra minute or two at every station. As I took it frequently between Overlake and Downtown Bellevue before it started going to Seattle, I can tell this was unusually slow. Maybe we have some new, overly cautious drivers? I didn’t think to time it, unfortunately, so I don’t know exactly how much longer it was – I guess around 5 to 7 minutes total.

    1. From the two days so far I’ve tried the commute, “frustratingly slow” is what has come to mind. I hope it improves with time but the slowest sections are honestly the parts of the 2 line that have already been running as a part of the ELSL

    2. Since I don’t have to worry about traffic I came into Seattle an hour later than my normal commute. Leaving Bel-Red at ~7:30 I noticed the train had twice as many people than it did Tuesday. A fair amount of people got off at Bellevue Transit Center; slightly more than those boarding. I didn’t notice any slowing on the east side prior to Mercer Island. A large number boarded at MI and the train was standing room capacity from there into Seattle. Crossing I-90 the train was moving faster than traffic! That is until it stopped on the west side after the transition from floating to fixed. That’s a reasonably steep grade for rail and combined with it being wet you could hear the wheels spin as the train began moving again. All I can think is there was a train at Judkins Park Station and they have some minimum distance they must maintain. And they probably don’t want to stop in the Mount Baker tunnel. The dwell time at Judkins Park seemed longer than necessary. I walked to the west end of the platform and had to wait for the train to start moving and clear the station before crossing the tracks.

      Going home yesterday around 2:30 the train was about 2/3 full. But a large number got off at S. Bellevue P&R. Looking from the train it appeared most stalls were occupied except for the roof level. Prior to the 2 Line crossing the Lake I don’t think the P&R was anywhere close to capacity. Bel-Red P&R OTOH was pretty much empty. They must be actively enforcing transit only parking now as prior to the 2 Line crossing the Lake this lot was mostly full. Now the cars that are there are clustered near the station rather than spread over the entire lot like is was before. So far ridership seems to be doing very well and ST is running primarily 3 car trains.

      1. Your field report is great — and what I expected, Bernie!

        – A more commuter-focused segment will have a surge at peak commute times.

        – MI would get both Island commuters as well as riders from buses coming from further east.

        – The train spacing at the merge point is a bit of a challenge for dispatching. 1 Line trains can arrive inconsistently because of the MLK operations. Even though the challenge was there during the simulation period, managing the merge with both branches carrying riders probably adds a new twist to the task.

      2. I left work ~4:30 and boarded a train EB at Judkins Park ~4:45. It was packed; it was also only a two car train. I hope ST keeps mostly 3 car trains on the 2 Line. I had incorrectly assumed that 2 car trains would have been overkill for East Link. I’m glad in this case to be dead wrong! ST needs to understand that eastsiders don’t share seats with strangers. Are they trying to create a Cooties epidemic?

        A fair number got off at MI which makes sense as that’s a major boarding point in the AM. That left a few seats available. S. Bellevue P&R saw another large departure. East Main (stupid name, stupid station) is a wasted stop. It should have been left for infill. DT TC a lot got off and even more got on. Not surprising this is the most active station. The train (2 car) was again full. Spring District there were both on and offs but I think overall the train had more people. Bel-Red was virtually all an off station as you would expect for a P&R on a PM commute. Pretty good number of people though headed toward their cars and the lot was close to capacity (based on cars being at the far end) and it seems to be legit transit use. That was my departure point so no data beyond that station but the train was still well occupied. My guess is it got back to standing room only by Red-Tech.

        Note, I skipped Wilburton (aka Hospital Station). It should be skipped. It and East Main (east of what?) are not used at all. Hospital Station is in a useful location but the station design is so gawd awful that nobody uses it.

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