ST2 Travel Times

Some commenters have asked for an estimate of light rail travel times with Sound Transit 2, compared to other possibilities. It’s all in Appendix C of the plan, along with tons of other information about ridership, capacity, and such.

For easy reference, here’s the key table:
Sorry for the fine print, but Blogger is giving me problems. Click the link and go to Page C-7.

More BRT

We’ve already been over the unnecessary duplication of effort between Sound Transit 2 and the “RapidRide” Bus Rapid Transit (BRT) portion of last year’s “Transit Now” package. To be clear, I blame Metro for this more than Sound Transit; Ron Sims knew ST was going to propose something along the SR 99 corridor in South King County, and proposed this anyway.

I would much prefer that this corridor go somewhere else, perhaps along the West Valley Highway to take pressure of SR 167. It would have made a ton of sense for Metro to release the information about one of the other RapidRide lines now, and wait for the outcome of Prop. 1 before committing to a redundant system.

My disappointment with Metro is because of the clear inferiority of this brand of transit with Light Rail. Let’s break down the features of RapidRide, because this is the alternative that Ron Sims and Kemper Freeman have in store for you if you reject expansion of light rail next month.

From the Metro website:

After RapidRide service begins, Metro’s plan is for buses to arrive every 10 minutes during the busiest morning and evening travel hours. At other times between 5 a.m. and 10 p.m., buses will come every 15 minutes. Between 10 p.m. and 5 a.m., service will be similar to what it is today.

Great, this is long overdue, and a real improvement over existing service. However, light rail promises 6 minute intervals during rush hour, and each 4-car train carries up to 800 passengers! That’s 8,000 people per hour, the equivalent of almost four freeway lanes. It’s clear that the capacity of this line is much smaller, which makes it much harder to spur dense development.

Also, cutting off service at 10pm makes RapidRide useless for people who might want to use it to attend a Mariners game, or go out on a Friday night. One advantage of the huge capital investment of light rail is that it encourages authorities to run it a lot, thus amortizing that cost.

RapidRide buses will have low floors and three doors, so people can get on and off quickly. A new, trial fare payment system will allow riders with passes to pay as they enter any door. The inside of the buses will be designed to make it easier for passengers to move to seats and exits.

Emphasis mine. Riders with passes aren’t the problem. The problem is idiots fumbling for change and arguing with the driver over the fare. This is dramatically inferior to the LINK or Sounder approach of buying a ticket from the machine while you’re waiting at the station.

Buses will use the new HOV lanes on Pacific Highway S/International Boulevard. As buses approach intersections, they will send signals to traffic lights, requesting that green lights stay green longer or red lights switch to green faster.

The magic words I was hoping to see here are “bus lane”. Anyone who’s ever taken the 545 from Overlake or the 532 towards Lynnwood knows that HOV lanes are a poor substitute for a dedicated right-of-way.

Still, I’m ecstatic to see they won’t be running in SOV traffic, and will get signal priority. Hopefully, these innovations are to be repeated along Aurora, 15th, NE 8th, and to West Seattle.

The shelters and signs will look different from those you see at regular Metro stops—they will have a special RapidRide style and color scheme. Waiting areas will be well-lit, increasing security. Electronic real-time signs will tell people the actual number of minutes before the next bus will arrive.

I’m not sure if the branding will overcome the “rail bias”, or if it’ll just confuse people already struggling to grasp three or four overlapping transit systems. Either way, the electronic signs are a big deal.

BRT is cheaper than rail, undoubtedly, and it’s a heck of a lot better than vanilla bus service. But it’s also probably not the ultra-reliable, high-capacity, dedicated-right-of-way transit that will drive lure tons of new riders and drive development.

I eagerly await Daimajin’s report from Los Angeles on the BRT there, and how it’s doing in terms of ridership and spurring transit-oriented development.