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.
To support social distancing guidelines, King County Metro is considering a reservation system so that riders don’t get passed up on late-night routes (1 am to 5 am), according to an agency survey.
Today, drivers are authorized to pass up riders at the stop once the number of passengers reaches 12 (for 40-foot buses) or 18 people (60-foot). This is an inconvenience during the day, but it’s much worse at night, when buses come even more infrequently. Having to wait for another night owl bus an hour later can mean the difference between getting to work on time and not.
For years, night owl service was all but unusable. Several years ago, however, thanks in part to increased funding from the city, Metro revamped late night routes and created a useful, if limited network based on the most frequent routes.
Bain Capital Ventures, Alphabet and separately its venture capital arm GV are also participating in the financing round, Lime said.
Under the deal, Uber will transfer its own electric bike and scooter division called Jump to Lime and the companies will further integrate their apps. Lime global head of operations and strategy Wayne Ting will become CEO of Lime while outgoing CEO Brad Bao will become chairman.
Now it appears that Lime bikes will be back and Uber’s JUMP brand will be disappearing. I think most people agreed that the JUMP bike experience was superior (I know I felt that way), so it’s good to read that Lime’s new CEO agrees.
Despite a huge drop in bookings due to the coronavirus, Uber still has $10B in cash on hand to try and be the last one standing in the shared economy business: the company is reportedly looking at taking over Grubhub as well.
Meanwhile, Lime is optimistic about post-COVID prospects:
[CEO Wayne] Ting’s bet is that people are going to emerge from the pandemic wanting more socially distanced transit options, like bikes and scooters, instead of opting for crowded transit options, a stance echoed by rival Bird.
Already in some of its restarted cities, like Berlin and Columbus, Ohio, Lime is seeing average trip fares go up as people ride scooters for longer distances. Seoul is back to nearly all-time highs, Ting said.
With Puget Sound transit ridership down to a trickle, no doubt many of you are missing your favorite bus or train route. Cheer yourself up with a Transit Supply sticker pack! All the local agencies are represented here in adorable sticker form.
Transit Supply is the brain child of Chris Arvin, a San Francisco-based designer. He creates stickers, t-shirts and more to celebrate transit agencies in other cities including Boston, San Francisco and LA. Arvin started selling unofficial transit merchandise about a year ago, he told me. “There can be a lot of negativity around public transit, but so many people love it, and for them, transit is part of what makes up their community,” he said.
For Arvin, it’s all about bringing people joy. “When someone tags me in a selfie excited that their items arrived, or when I hear a story about strangers connecting over transit because of my merch, it makes me excited to expand and bring that to more cities.”
He says Seattle has been a popular request and there will be more coming in the future. “You’ve certainly got a lot of transit fans out there!” he noted.
Yep. And until we can all get back on our buses and trains, stickers will have to do.
Fortunately, limited-income seniors, disabled homeowners and veterans are getting a break, with a more generous property-tax exemption taking effect this year. This change is past due and needs to be communicated broadly, so everyone eligible is aware of the opportunity.
This is happening because of a legislative change last year. Instead of a fixed $40,000 income limit for participants, the program is now indexed to counties’ median income every five years. If median incomes rise, more people will be eligible for tax exemptions.
In King County, this raised the threshold to $58,423 this year. Income limits are rising in 13 of the state’s 39 counties. In Snohomish County, the level is now $55,473, in Pierce it’s $45,708 and Kitsap’s is $48,574. Seniors are defined as those 61 and older.
The changes increased the number of eligible property owners in King County from an estimated 37,000 to around 80,000. Yet only 16,000 currently take advantage of the program.
In other words, only 20% of eligible seniors, disabled homeowners and veterans are getting tax breaks available to them
Taxing property is the closest thing we have to a wealth tax in the U.S. unless or until Sen. Warren gets her way. More property taxes and fewer sales taxes would make Washington State’s tax mix more progressive. As a bonus, it turns out that land taxes are another way to encourage efficient use of a limited resourceand help create walkable communities.
And yet, the proverbial fixed-income senior is often used as an argument against raising property taxes. Few people I speak with about this are aware that the exemption exists, let alone that it’s increased. So let’s get the word out, especially now that people may be more income constrained due to the coronavirus-induced recession.
Last fall, Sound Transit announced a new naming scheme, and then quickly backtracked after community criticism over the term “red line.” Various schemes have been proposed in the meantime, including here on our site. Yesterday ST unveiled the revised scheme to the public.
Why are we doing this? Since 2012 our plan had been to switch to line color names for our light rail lines. In fall 2019 we began using the Red Line for Link and the Orange Line for Tacoma Link, and we planned to launch East Link as part of a new Blue Line in 2023.
The community quickly told us that our use of Red Line was insensitive to the history of redlining in our region. From the 1930s–1970s, banks and insurance companies routinely denied loans or insurance to people of color based on where they lived, concentrating people of color in certain neighborhoods and prohibiting them from other neighborhoods. Redlining perpetuated poverty and denied people of color the ability to build and pass down wealth.
Though dozens of agencies worldwide use a Red Line in their systems, we agree that in English and in North America, the term Red Line unavoidably carries the weight of that racist legacy. We can do without it, so we will.
The agency also provided a detailed FAQ that tries to anticipate many objections and give people some more context. It emphasizes how the agency worked to avoid overlap with other systems like the letter-based RapidRide and Snohomish County’s color-coded Swift BRT.
Now that every agency has created its own naming scheme that doesn’t infringe on the others, maybe the next step could be to integrate them a little better, so that a rider might understand the whole system without having to know which specific taxing authority funds the service.
The people behind Transit, one of the more popular trip planning apps, have put together an estimate on how Covid-19 has affected every transit agency they track. Here are the figures for the Puget Sound.
The company says that the percentage declines are approximated based on previous years’ app usage, since they don’t have actual ridership data. Since these are all percentage declines against “normal”, you don’t see the typical weekend drop-offs. Still, some trends are obvious, such as the probably-shoulda-been-canceled Sounders home game on March 1.
The bill would allow a pilot program for the new cameras, to run through mid-2023. Seattle could use the cameras to detect drivers who stop in an intersection or crosswalk, drive in a transit-only lane or stop or travel in a restricted lane.
The cameras would be allowed in limited locations in and near downtown and on arterials that connect to certain roads into downtown. That would include the West Seattle Bridge, Aurora Avenue and Avalon Way, Fitzgibbon said. Cameras for enforcement of crosswalks and intersections will only be allowed at 20 intersections “where the city would most like to address safety concerns,” according to the bill.
It’s amazing that it took so long and that the legislature felt the need to put so many restrictions on the city, but kudos to the legislators and advocates who got this one over the finish line. Here are links to Rep. Fitzgibbon’s house bill and Sen. Liias’ Senate version so you can see the sponsors and the roll call votes.
Commute Seattle has released their 2019 mode split survey, and it shows a slightly higher percentage of single occupancy vehicle (SOV) drivers compared to last year, while remote work increased substantially, despite the fact that the survey was conducted well in advance of the 2020 Coronavirus semi-quarantine or Connect 2020. Transit use unfortunately decreased for the first time, on a percentage basis.
Like many cross-lake commuters, I often find myself waiting for a connection on the Montlake Boulevard concrete island where Eastbound SR-520 buses pick up before traversing the lake. My favorite activity while stranded on this island is to refresh One Bus Away and watch the bus schedules go to hell as the U-district jams up in the morning. When I tire of that, my second favorite activity is to glare at the single-occupancy vehicles (SOVs) who are banned from turning right but do so anyway.
The intersection is designed so that cars entering 520 use a slip lane behind the bus stop, leaving only buses and HOVs to approach the light at the stop and turn right onto an HOV-only lane on the freeway onramp. It’s a clever design that essentially creates a bus queue jump without needing a separate turn pocket, but it only works if SOVs aren’t allowed to turn right at the light.
At a presentation (PDF) to the Transit Advisory Board, Seattle DOT identified a list of Route 44 improvements that would be carried into 30% design. It’s encouraging to see that most of the big stuff, like the bus (BAT) lanes and signal priority, advanced.
The initial ideas were just “concepts” so while we shouldn’t expect everything to advance through the design phase. At the same time, death-by-1000-cuts is usually how these projects die. So what got cut?
One somewhat major idea was a set of left turn restrictions, which would have presumably made buses go faster. The second was an interesting idea to close off Wallingford Ave N at 45th, and create a mini park, which was pretty neat but which I’m sure raised the eyebrows of Wallingford QFC shopper-drivers.
SDOT project manager Janet Mayer told me that the concepts were for reasons including “public feedback, infeasibility, lack of transit benefit, or lack of support from SDOT Traffic Operations or partner agencies.”
She did add that stop removals at I-5 will “most likely” be implemented by Metro as part of a restructure and that the reroute to 43rd in the U-district is underway right now as part of the trolley project there.
AAA is expanding its GIG Car Share service beyond the San Francisco Bay Area to Seattle. GIG will begin rolling out cars in Seattle this April and its full fleet of 250 Toyota Priuses will be deployed in the city by May.
Small Toyota Prius C cars seem like a much more sensible choice for car sharing than full-size German sedans and SUVs. Perhaps that will hopefully give GIG a better shot at amortizing the costs.
That said, a “full fleet” 250 cars is not that many (Car2Go and ShareNow had 750 each), so it’ll be interesting to see how GIG keeps them in use and not semi-abandoned in the far-reaches of the city, while maintaining equity.
Three fundamental challenges to the car share model remain: (1) Uber/Lyft are underpriced, (2) the addressable market is small, and (3) finding a parking spot at your destination is annoying. In addition, the bifurcated Seattle market presents a particular challenge: if you live in an urban village, you likely have good transit service already. If you live outside an urban village, parking is abundant and easy so why bother?
To be sure, GIG can make progress on some of these (apparently they have dedicated parking at BART stations), but others require a rethink from a city level.
Metro has a new online open house up for Ranier Avenue RapidRide, now known as RapidRide R. The standard RapidRide treatment of off-board payment, new bus shelters and stop consolidation are being proposed. Additionally, the new route would extend the trolley wire to terminate the line at Rainier Beach Link Station, an improvement we suggested in 2014.
You can also view feedback from the last open house, which we wrote about here.
Several stops would be consolidated, meaning an average of 3.3 stops per mile instead of just over 4 today, if my napkin math is right. That’s still well below the 1-2 stops per mile of the fastest BRT systems, but appropriate given the ridership characteristics of the 7 today.
Link’s 2009 opening inaugurated the proof-of-payment system and introduced the Puget Sound to the concept of the Fare Enforcement Officer. Over the last decade, as POP and FEOs have expanded to RapidRide and Link’s ridership has exploded, FEOs have come under much scrutiny. Following King County Metro’s 2018 examination of fare policy, Sound Transit has spent much of 2019 doing its own investigation.
Last week, Sound Transit staff presented a preliminary report on fare enforcement to the board’s executive committee. Over the past year, the staff have been collecting feedback using three methods: a self-selected online survey, a series of rider surveys, and focus groups designed to seek out underrepresented communities. The committee seemed receptive to major changes, and seemingly no one wanted to defend the current system of one warning then $124 fine. (At least you don’t have to go to Shoreline any more to pay it.)
The report showed, unsurprisingly, those most likely to be unable to provide proof of payment tended to have incomes below $50,000/year. More surprisingly, the vast majority of those surveyed – even those who didn’t have a fare – said the FEOs were “professional” and “approached every rider near me.” This contrasts with some of the community focus group findings, where “participants perceived fare enforcement as being racially biased and targeting youth.”
The main reasons for not paying fares, across income groups, however, have more to do with the complexities of the ORCA system than malicious intent.
There are several features of the current system that make it customer-hostile: the 24 hour delay before fares are loaded on your card, the lack of a customer service office in Westlake, the lack of ticket machines in general. These and many more are detailed in the report, along with some sensible reforms like re-prioritizing FEOs to focus on customer service or not doing enforcement on the first day of school. `
The committee wanted more data and more understanding of the current fines: how many are collected, how much money is spent in the court system, and more. As always, though, there’s a tradeoff between moving quickly and being thorough. We’ll see how quickly the agency moves to make changes.
The entire report is available online; the 4-page executive summary is a concise overview of the methods and findings if you’re interested in learning more. If you have feedback for the agency, they will be hosting a public meeting, sponsored by Transit Riders Union and others, at El Centro in Beacon Hill next Wednesday February 19th.