Frank Chiachiere came of age riding transit on the East Coast, and has lived in Seattle for nearly 20 years. In 2007 he started the local transit blog Orphan Road, and began writing for STB in 2012. By day, he works as a digital product designer.
Weather permitting, this weekend SDOT will install a full-time bus lane on Olive Way between 4th Avenue and 8th Avenue. This will help 39 major regional bus routes from Metro, Sound Transit and Community Transit. SDOT estimates these routes combine for 33,000 daily riders.
You may recall that this stretch of downtown was where bus lane violations had gotten so bad that a frustrated bus rider recently took matters into her own hands to kick the cars out, prompting a follow-up citizen action from Seattle Greenways the following week.
SDOT and Metro are kicking off another feedback session for the newly-named RapidRide J, formerly known as Roosevelt-Eastlake BRT. The route combines pieces of Metro Routes 67 and 70 to provide service through South Lake Union, Eastlake, the University District, and Roosevelt, terminating at the Roosevelt Link station.
With three new stations coming to the U District, Roosevelt and Northgate in 2021, renaming University Street Station will reduce confusion and provide a better customer experience.
Options under consideration:
Downtown Arts District
I’m not sure where Seattle’s true arts district is, but if you asked me to guess I’d probably name at least five other neigbhorhoods before I got to 3rd and University. Plus DAD station is a terrible acronym.
“Midtown” is the provisional name for the 5th & Madison station that’s part of ST3, which could lead to issues down the line. That leaves Benaroya, Symphony, or Seneca. Either one seems fine. Rich Smith at The Strangermakes a case for Symphony. But In most cities the station name comes to define the neighborhood anyway.
On a related note, I present one of my favorite recent twitter threads (click through and read all the replies).
The Seattle Transportation Benefit District (TBD) expires in 2021. It’s an open question as to whether Seattle will go it alone or try to partner with the county on a joint measure (previous county measure failed in 2014, which led to the TBD’s creation).
To date, no decision has been made. Regardless, another ballot measure is a given at this point. Here are a few ways to think about the state of play for our next ballot measure, whenever it arrives.
The most obvious question for a future TBD is what area it will cover: Seattle or all of King County. A county-wide TBD makes logical sense, since it mirrors Metro’s operational area. As of February, the County council was still considering it.
For Seattle, though, the bus service provided by the current TBD is more critical than ever, while county voters have been less willing to fund buses lately (we’ll get to that in a minute). So while having one bus system with two different fundings levels is problematic, it’s better than not having the additional service in Seattle at all.
The 1st Avenue alignment has been a disaster, we’re happy to see Metro cut bait. Big props to Lindblom for calling the city out specifically here for failing to create transit lanes:
Transportation leaders didn’t grasp beforehand how badly First would clog, as [Metro’s Bill] Bryant speculated this spring about 15-minute delays. The city is unwilling to deter private vehicles from Pioneer Square by creating bus-only lanes.
There are few alternatives, but the best option is a shift to Fourth Avenue South. Making the alternative pathway work meant analyzing travel times and consistency, weighing the impact to other routes that travel through the central business district, and determining where buses slowed down and required attention. That took time but was necessary to ensure the revision would work.
Our evaluations determined that a pathway that took Second Avenue (via Columbia Street) to Second Avenue Extension South to Fourth Avenue South was viable. Speed times were slightly slower under normal conditions, but the consistency improved dramatically. This new pathway appeared to have little effect on the travel time of other nearby routes, and we were able to identify areas that could be addressed directly by our partners at SDOT.
We’re laying the groundwork to open the Blue Line, a new Link line that will begin taking riders from Northgate to Redmond in 2023.
As part of that work, we need to reduce Link service for three weekends this fall. On the weekends of October 12-13, October 26-27, and November 9-10, there will be no Link service between SODO-Capitol Hill.
Trains will run from Angle Lake-SODO and UW-Capitol Hill, and free buses will connect the six stations in between. (We chose those particular weekends because there are no Seahawks or Husky games.)
This is prep work. The real Connect 2020 closures start next year. See our previous coverage here.
From Wednesday, August 21, through Friday, August 30, at all times, Metro routes 31, 32, 65, 67, 75, 78 and 372 will continue to be rerouted off the University of Washington campus, but will be revised to serve the south campus and UW Link Station.
During this time, these routes will travel instead via Montlake Blvd NE, NE Pacific St and 15th Av NE in both directions between NE 45th St and NE Campus Parkway.
Buses will no longer be rerouted via NE 45th St
All regular and temporary stops along the revised routings will be served.
The Route 277 reroute has not been revised. This route will continue to be rerouted off the campus, but is making its regular stops on NE Pacific St and 15th Av NE.
The previous reroute via 45th was the source of some complaints, including some of you in our comment section. Another good sign of Metro being nimble enough to realize that a reroute is not working and might need adjustments.
That this reroute was unacceptable to so many riders shows in part how successful the 2016 U-Link restructure was. Perhaps 5 or 10 years ago it might have been okay to reroute buses off Stevens Way when school was out of session but these days all of NE Seattle is funneling to Husky Stadium (as bad as it is for transfers).
In an effort to improve the availability of the SHARE NOW fleet in areas of Seattle where they are most frequently requested, we are instituting a zone based pricing system, that will include either a Zone Fee or Zone Discount depending on the type of trip a member takes. The new model enables us to continue to offer our service to all areas of Seattle, a city requirement, while also providing incentives to members who bring our vehicles out of areas where cars sit idle for extended periods of time and into areas where they are most in-demand.
Kendell Kelton, the North America communications manager for Share Now, says the new policy is designed to eliminate the problem of cars getting “stranded for 12 hours or more, effectively making them unavailable for a majority of our Seattle members who would otherwise use those vehicles.” Currently, she says, one in five Share Now cars has to be relocated “in order to be close enough for members who need them.” (That might explain why it’s consistently so hard to find cars in West and Southeast Seattle.) “It should be noted we see much higher usage in more commercialized areas than residential ones,” Kelton says.
The current city car sharing regulations allow up to 4 companies to offer 750 cars each. With BMW’s Reach Now out of the picture, we have just two: Share Now and Lime (I don’t believe Getaround or Zipcar count towards the 4?). Share Now is maxed out, while Lime’s service, which started in the Spring, has grown by 300% and “has seen extraordinary success” according to spokesman (and friend of STB) Jonathan Hopkins.
The idea is clearly popular, and it seems likely that Seattlites would use the cars more often if there were more around. According to one study we covered, each carshare vehicle in the city removes as many as 10 private cars.
Carsharing has enormous capital outlays (the Mercedez-Benz GLA starts at $34k) and there seem to be winner-take-all dynamics to vehicle sharing, which says to me that it’s unlikely we’ll see four companies dive in to this market.
Since companies are forced to cover the entire city by the terms of their agreement, it would probably make more sense to raise or eliminate the cap and let the remaining companies determine how many cars the market will bear.
Selected highlights of the Resolution include making Seattle climate pollution-free by 2030; prioritizing public investments in neighborhoods that have historically been underinvested in and disproportionately burdened by environmental hazards and other injustices; exploring the creation of Free, Prior, and Informed consent policies with federally recognized tribal nations; and, creating a fund and establish dedicated revenue sources for achieving the Green New Deal that will be used to make investments in communities, along with an associated accountability body.
This is a non-binding resolution, of course, so it’s easy to throw the kitchen sink at it. But it moves the needle on an issue that is very much in need of needle mobility.
Here are some of the transit and land use components. (Note this is the draft text that’s on the city’s website. SCC Insight posted an updated copy with some changes but I don’t see a final version).
The MASS Transportation Package is a proposal from the MASS Coalition to make walking, rolling, biking, and using transit in Seattle safer and more accessible. It’s not a comprehensive vision for transportation in Seattle, but it is a set of projects and policies we believe the City can advance rapidly in 2019. The package includes long overdue policy reforms and investments in sidewalks, bus lanes, and bike paths that our growing city needs.
Metro is looking for your feedback on RapidRide I, a major investment in South King mobility that will provide frequent service between Renton, Kent and Auburn. See our previous coverage here.
At over 15 miles in length, the I line will beat out the E for the title of longest RapidRide line. It’ll also probably be the one that passes by the most farmland. For now, anyway. The Kent Valley has seen rapid suburbanization in recent years, and the arrival of frequent, all-day transit service is welcome.
Meanwhile, Metro is taking advantage of this increased increased frequency to restructure some routes in South King. One of the most significant changes would create a mini-grid around Kent Station with some through-routed buses to provide greater connectivity.
Both surveys (RapidRide, S. King Restructures) close on August 25. I’m not a frequent South King transit rider so tell us what else is interesting.
Approved by voters in 2016, the Sound Transit 3 System Plan included a $100 million System Access Fund. This year, the Sound Transit Board wants your input as it considers how to award up to $50 million of the System Access Fund for projects to improve rider connections in each of Sound Transit’s five subareas.
The online open house ends August 23. Be sure to read this piece from Erica on the politics, which includes this money quote:
In other words: Cities that have made an effort to improve safety, access, and housing opportunities around light rail stations in advance should get priority for their projects.
Makes sense! While it’s regrettable that cities have to do a Hunger Games-style competition for projects that provide basic pedestrian and bicycle access to transit stations, the real problem is that these municipalities too often choose to site their train stations in out-of-the-way spots where there are no businesses to “impact” or NIMBYs to complain. The resulting poor pedestrian access is entirely predictable.
[C]rews will restripe the westbound SR 520 off-ramp to Montlake and remove the ramp’s temporary bus-only lane that currently allows buses to bypass general-purpose vehicles to reach Montlake Boulevard. The bus lane was temporarily put in place last October, with a plan to close it in March for the Montlake Project construction. Recognizing the value that the temporary lane provided to transit, WSDOT worked with the contractor to keep the lane open as long as possible without affecting construction.
At the request of several Eastside cities, WSDOT looked at ways to preserve the bus lane, but none were deemed viable. It’s frustrating to see it go, but the project was a good reminder that agencies and concerned commuters can work together to make short-term improvements.