Generally speaking, late-night transit usage can be divided into four market segments; employment, recreation, shelter-seekers, and non-users.
In general, not very many shift changes occur between Midnight and 6 am, with the notable exceptions of shift ends in the hospitality, restaurant, and transportation industries until about 2-3 am, and shift starts in transportation and related service industries beginning at about 4 am. Absent any other noticeable industry influences (i.e. one-industry towns), any shift patterns not listed above are not common enough to be the basis of economical transit planning.

Recreational customers are essentially identical to hospitality and service employees in their trip patterns, but leave slightly earlier (the employees have to stay to clean up after their customers go home). This market segment is more likely travelling on Friday and Saturday nights (early morning Saturday and Sunday), as well as on the eves of certain holidays, and conversely are less likely to travel on nights preceding a work or school day. The above two groups share the same common travel characteristic that they are moving away from destinations in the very early hours, with that flow decreasing as a flow of customers towards destinations increases closer to daytime.

In many cases, all-night service attracts people in seek of shelter due to homelessness, domestic abuse, etc. These customers tend to favor long, uninterrupted round-trip runs where they are able to sleep most effectively, essentially turning the bus into a roving shelter. Route 22 in San José has been referred to as “Hotel 22” due to the clientele; customers are riding because the bus is a shelter, not because the bus is transportation (for that specific trip). As heartbreaking it is to see the pictures of the 10-year-old girl slouched over bus seats, as well as read the stories of the various people in seek of shelter, and as important as addressing homelessness is as a public policy initiative, the practical reality is that transit firms are not, nor should not, be in the business of combating broader social issues. Transit firms are in no position to offer the services homeless or temporarily dislocated people need, and from a public policy perspective should make no effort to present any image in the collective public mindset that they are a good shelter resource.

While technically not customers now, the fourth market segment of note are people who would use transit service for other purposes. Most people are in bed, or at least home, between 1am-5am; the bus line could run every 5 minutes, once an hour, or not at all and it would not affect travel habits of the majority; if a tree falls in the woods and nobody is around to hear it…. For people with no car availability who do need to suddenly travel at night, inelastic but rare demand for immediate night travel is best met with taxicabs and similar on-demand services.

When the above is taken into account the “symbolic” service offered by the MBTA on a 15-20 minute headway, but only until 3 am is likely superior to service every 30-60 minutes but at all times. More potential customers are in a place to use frequent service to return home than infrequent service offered at times they have no need to travel.

(Note: Copied nearly verbatim from my comment on the Amateur Planner’s post on the MBTA’s late-night service trial.)

Back in September I promised that eventually I would tell how I managed to get to Port Townsend by transit. The original post had to do with my first experience with Island Transit by using it as part of a Port Townsend to Seattle trip. I didn’t include my trip getting to Port Townsend since that wasn’t relevant to Island Transit. So, here is the first part of that trip:

On weekdays it so happens that a day trip to Port Townsend isn’t too hard from downtown Seattle, so long as you plan ahead of time and understand how long you will be on the bus. It is also important to realize that the series of connections I describe here only work about four or so times per weekday. Saturdays are impractical due to the Kitsap Transit route not starting service until 10:40 am and Sundays are impossible due to no transit service. At one time it was possible to use Island Transit #1 to get from the Mukilteo-Clinton ferry to Fort Casey State Park on Saturdays (the route was different on Saturdays, and combined the #1 and #6 into a single route), thus making that a possible route to Port Townsend on Saturdays. Island Transit no longer operates on Saturdays so that option is gone too.

As I was staying in Magnolia my trip started on the very first King County Metro 33 of the day. This arrived uphill from the ferry terminal at very close to 6 in the morning, and I hurried down the hill to make sure I got to the Bainbridge Island ferry before it departed at a bit past six.

I need not have worried too much. There were a huge number of passengers exiting the ferry, but only a few of us getting on. I had about a five minute wait before they even opened the boarding gates.

Once on the other side of the water, you have to find Kitsap Transit #90 to Poulsbo. The problem is there were four different route 90 buses that arrived at the Bainbridge Ferry terminal at the same time to connect with the ferry, and only one of those was a return trip to Poulsbo. I had to ask two different drivers and getting “I don’t go back there but I think *that* is the bus you need” before getting the correct bus.

The ferry terminal here is the last rest stop for the next hour and a half.

Once it left the Winslow area, #90 moved along pretty good, and Poulsbo’s transit center was only about 20 minutes away.

After a little bit of a wait, Jefferson Transit #7 arrived for the final link of the trip. As the transit center is right beside the highway, once the bus left the transit center it also moved along quite well until after it crossed the Hood Canal Bridge, after which there were a couple of sprawl housing developments it served on its way north. Several people got on at each one. The bus rolled into the Port Townsend Transit Center just a bit before 8:30 in the morning and by then was comfortably occupied.

The way Jefferson Transit operates is that they have several routes that make loops through various parts outside of downtown as well as make a few runs to more distant places, but they are organized so that each of those combines to make a loop through downtown Port Townsend once every half hour as bus route #11, and connect to other routes at the transit center south of downtown at the start and end of each loop. Half of those downtown loops are clockwise and half are counterclockwise.

I waited on the bus a few minutes, the bus driver changed the route number, and we continued into downtown Port Townsend and I got off just after 8:30 am, with the total trip time from downtown Seattle about 2 1/2 hours.

As there were very few of us getting on the ferry in downtown Seattle, I actually recognized a few of my fellow passengers. At least 4 or 5 others had made the trek from downtown Seattle all the way out to Port Townsend using this series of connections.

In Port Townsend

This is a small enough community you really don’t need a car to get around downtown, and in some ways it is actually a hinderance since the old downtown is really best explored on foot. In fact, I met several tourists that complained about not being able to find a place to eat because they were trying to do so from their car and missed all the restaurant signs.

If you run out of stuff to do in Port Townsend itself, it is possible to take route #2 out to Fort Worden State Park.

Making This Trip Today

Today, making this trip hasn’t changed much from 2010. Schedules have been adjusted by a few minutes here and there. My first stop in Port Townsend was for breakfast at the Water Street Creperie which is apparently now closed, so I would need a new breakfast spot. I think the loop arrangement may have changed so that it may be necessary to transfer at the Port Townsend transit center to make the loop through the town proper, but you’d best ask the #7 driver. The trip is slightly more expensive now:

$8 for the ferry, good for both directions

$2 each way for Kitsap Transit cash fare (not including possible ORCA transfer discount)

$1.50 cash for a Jefferson Transit Day Pass

$1.00 cash out of county boarding charge for boarding Jefferson Transit at Poulsbo

Total round trip transit cost for downtown Seattle to Port Townsend and back is therefore $14.50.

Driving today, this trip would cost about $22 in round trip ferry fees alone at the smallest vehicle charge, and require a fair amount of waiting in the ferry queue.

Return to Seattle

As noted in my initial post, the method I used to return to Seattle involved Island Transit and an express bus on I-5. You can reverse the trip described above if you leave Port Townsend at either a bit after 3 pm or a bit after 5 pm. The exact time will depend on where you are on the downtown Port Townsend loop or if you walk to the transit center on the south side of town. If you miss the 6:30 pm Kitsap #90 back to Winslow (or want a brief stop in Poulsbo) there is currently one last bus to Winslow from Poulsbo at 7:30 pm.

Glenn Laubaugh (“Glenn in Portland”) is employed in a wide variety of positions at a very small company in Portland that manufactures electrical equipment for railroad passenger cars. Typical commute: TriMet #10, but may also be seen on #14, MAX Green Line and other routes.

It’s time to open up Eastside’s North-South corridor, but it must be done right.

Sound Transit has connected Sea-Tac Aiport with downtown Seattle and very soon: University of Washington. Under construction is the line to Northgate, and next there will be lines to Lynnwood, Overlake and to just north of Federal Way. Now Sound Transit is discussing options for its third package including extensions to Everett, Redmond and Tacoma via Federal Way and lines to Ballard, West Seattle and Issaquah. What’s next?  The sky’s the limit. Lines to Woodinville via Lake City and Kenmore? Light rail to Renton? Sounder to Olympia? These would all be a huge success, but for the sake of something new and more importantly, high ridership, Eastside Rail Corridor (ERC) already provides a grade-separated route with almost zero displacement of homes and businesses necessary. With electrification and maximum speeds between 80-90 mph possible, connecting the urban cores on the Eastside would be surprising simple and a critical project that opens up a variety of options for the future.

The greatest advantage in the ERC is we already have the route with gentle curves and minimal road crossing, we just need the tracks and stations. Plus,not only is the route wide enough for an electrified double-tracked high-speed rail line, but there is virtually plenty room for “local stations” to have four tracks wide that allow express trains to pass in the center two tracks as the local train sits there with its doors open to passengers boarding. For example, if someone in East Kingsgate (a smaller local station) walked to board the train and decided to go shopping in Bellevue, they would have to take the local train to at least Totem Lake Station (a local and express station) where they would continue on that local train or transfer to an express with Bellevue as their destination. The local train would stop not just at Kirkland, but also Norkirk and South Kirkland maybe once letting an express train pass while sitting on a station siding.

But why is there the need for double-tracks? If we don’t build them now, we never will for a long time.  Building it right the first time knowing that the higher the frequency of departures per hour, the higher the ridership – this goes for all transportation. The combined populations of Bellevue, Renton, Kirkland and Woodinville is a little over 230,000, so I would estimate that by 2025 (the year this could open for service if voted for November 2016) there would be 100,000 people living within 2-3 miles of each of these stations. Once you connect this line to the Sounder South line, this adds value to the ERC with accessibility now to Tacoma and Olympia in the future. This effectively increases ridership. Now factor in all the businesses within a mile of these stations. Google in Kirkland, the tourism industry at the Woodinville wineries near East Kingsgate Station, T-Mobile next to Coal Creek / Factoria Station, Boeing offices in Renton and South Center Mall in Tukwila, not to mention all the businesses in downtown Bellevue and the connection to Microsoft via light-rail of course. South Bellevue P-R Station would connect commuters to the East Link for all destinations in Seattle until the Kirkland Station becomes a transfer station to the “Sand Point Crossing” that could one day give Eastsiders unbelievably quick access to UW, Fremont and Ballard. There are so many reasons to believe that the Eastside Rail Corridor would attract 40,000 to 50,000 riders daily during the first 5 years of service at the same time that it increases ridership on ST buses, Link, Sounder and even Amtrak via the Tukwila Station.

This would also be a new mode transportation. The ERC would not be light-rail, nor Sounder commuter rail. The ERC must be electrified heavy rail capable of fitting in low-clearance tunnels for noise control and maximum speeds (lower center of gravity for curved sections of track) that can also share the Link light-rail segment of track between South Bellevue P-R to the future Bellevue main central station;  the potential segment of Link light-rail between Hospital Station and Kirkland that might be built for the Ballard-Issaquah line (via Sand Point crossing) would also be along the ERC where this heavy rail line (local and express) would be built.

Other ideas for the I-405 corridor are BRT and light-rail. I would prefer light rail over BRT, but neither should be what is built along the ERC for the sake of efficiency. BRT is just flat out useless unless it has its own dedicated lane walled off to all other vehicles, but if a dedicated lane is built for BRT, you might as well lay some tracks and it put it on the existing ERC route that offers far more TOD potential and reliable travel times than adjacent to I-405. A BRT route along I-405 would only attract park-and-ride commuters and be a band-aid fix to the inevitable future construction of an ERC rail line. Then there is Light-rail, which is more effective for trains with shorter distances between each other and at slower speeds.

An Eastside rail line is inevitable, it’s just a matter of when. Bellevue is growing and North-South commuting is necessary either for commuting to Bellevue or connecting at transfer stations for Seattle.  This heavy rail line would also serve as the future gateway to Bellevue for intercity high-speed rail to Portland and Eugene and north to Bellingham and Vancouver if extensions are built beyond Woodinville.  If there is ever a passenger rail line built across the Cascades to Spokane, Tri-Cities, and Yakima, the electrified heavy rail ERC would also serve these trains as it follow I-90 over the Pass.

Anyways, I’m open to discussion and for any comments or concerns on building heavy rail this way on the ERC.  The potential stations are listed below since I cannot post a picture:

• Woodinville (express & local)
• East Kingsgate (only local)
• Totem Lake / Evergreen Hospital (express & local)
• Norkirk (local only)
• Kirkland (express & local)
• South Kirkland P-R (local only)
• Bellevue Central (Local, Express & Intercity High-speed Rail)
• Coal Creek / Factoria (local only)
• Hazelwood (local only)
• May Creek (local only)
• Kenny Dale (local only)
• Renton (express & local)
• Rainier Ave (local only)
• Tukwila Sounder Station (express & local)

I’m Andrew Stephenson, 21 years old and from Seattle, a student at Washington State University, candidate for a BS in Civil Engineering. I got my passion in public transit after living for two years in Nagoya, Japan without a car. Here in Pullman I am currently making progress in returning bus service between Pullman, WA and Moscow, ID, both two college towns desperately in need of reliable transit connections due to each economy being so co-dependent on one another. My goal is to see better public transit all around the Pacific Northwest.

Contact me at: amstephenson93@gmail.com

https://seattleparksfoundation.org/2014-pages/step-up/mt-baker-town-center

The Friends of Mount Baker Town Center is working to solve the infrastructure deficits which surround the Mount Baker transit station. This year (2014) the City rezoned the station area to allow dense growth up to 125′. While density will certainly add eyes on the street, the streetscape has a long ways to go to achieve the City’s minimum standards for livability. The open space gap was identified by the Department of Parks years before this new density, and the area also happens to be one of the most dangerous for pedestrian travel — with residents, students and employees needing to cross 10+ lanes of traffic to go east / west near the station.

How do we help achieve the vibrant town center that was called for by North Rainier residents in the planning process? It won’t be easy. But our group is glad to see the City’s planners and decisionmakers back in North Rainier Valley.   The current situation will require more than wide sidewalks and extra trees.   Let’s help the City, Sound Transit and others partner on the investments needed to reset the table and provide a recipe for smart, balanced growth.  The diverse North Rainier Valley community deserves the same levels of breathability and safety as other great Seattle neighborhoods.

Thank you for being part of the conversation on smart growth management in Seattle.   We look forward to engaging and encouraging the investments needed to correct the unfriendly and unsafe surrounds confronting Seattle’s newest “Town Center”, and reconnecting the historic Olmsted Parkways which 100 years ago were intended to connect this neighborhood with Beacon Hill to the west, and Lake Washington Boulevard to the east.

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Community Transit Graphic

This week, Community Transit celebrated five years of Swift Bus Rapid Transit service to Snohomish County.  In fact, on 30 November 2009, Bus Rapid Transit came to Washington State thanks to Community Transit’s efforts.

Bus Rapid Transit came to Washington State via local funding and congressional assistance from Representative Rick Larsen to give Community Transit a 30 percent travel time reduction and dramatically increased ridership.  Try 125,000 per month.

Before Swift, there was no announcement when the next bus would arrive.  Nor would paying before boarding be a requirement.  Nor a seamless ride between Everett and the rest of Snohomish County.  All of that changed when Swift arrived.  According to one Swift operator on the Community Transit Blog, “Knowing how we had planned to run this service, it is nice to see that it is working almost exactly as we planned. Higher ridership than expected, so soon after launch.  We estimated 2500 boardings per day at the end of the first year of service. We reached 3200 boardings after only six months, and now we are around 4100. The overall perception is that Swift is unquestionably faster than driving a private vehicle.”  I’d recommend reading the whole thing.

Now that Swift is so popular, efforts are underway to build a 2nd Swift line.  Community Transit blogged they will need additional tax authority & federal grants to make Swift II happen from the Boeing plant down Airport Road, past Swift I into Mill Creek & Bothell.

Finally, for those of you that take selfies – take one on a Swift bus and win a free Swift scarf!  No seriously – go here!!

Programming note: An Island Transit update plus a < 500 word editorial is due by 0001 Hours Sunday, probably a lot sooner.  But a lot of data has landed on my hard drive for me to read… not to mention some personal situations for me to put in the rear view mirror.

Also why did I procrastinate on this acute Swift piece?  I love Swift!  I think Skagit Transit could use Swift technology on some of its routes.

The Seattle Monorail is an important and underutilized transportation system. It connects downtown with Uptown. Specifically, it connects Westlake Center (right next to the most popular Link light rail station) with a stop inside the Seattle Center. While the Seattle Center is a popular destination in its own right, the station is only a few blocks from a very populous and very popular neighborhood. It travels this distance in two minutes. Since it travels above traffic and intersections, this is must faster than any other form of public transportation along this route, and much faster than a car in typical traffic.

The monorail is owned by the city, but for the last ten years has been operated by a private contractor, Seattle Monorail Services (SMS). The contract is up for renewal, and the city is poised to go with SMS again. I have no problem with SMS, and assume they do a fine job. However, there are two big flaws with the way they are operating right now, and I don’t believe we should renew the contract until those flaws are corrected.

The first problem is lack of ORCA card support. Monorail fares are cash only. The fare itself is reasonable, and in line with other transit systems (Metro bus, Sound Transit train, etc.). But the lack of ORCA support severely reduces the number of people who use the system. Monthly pass users receive no discount; full fare is charged for transfers; and even those who want to take the monorail and only the monorail are inconvenienced. Given the lack of ORCA support, my guess is the vast majority of riders are tourists (or their companions) out for a ride, as opposed to people simply trying to get from one very popular spot to another. Riders who avoid the monorail for this reason are likely to take the bus, and put even more pressure on a crowded bus system.

The second problem is frequency. The monorail runs every ten minutes. This is not terrible, but there is no reason why it can’t do better. Given the first problem, I’m not surprised that it runs every ten minutes. It is viewed like an amusement ride, not a serious form of transportation. Delays for an amusement ride are not costly. If you really want to ride the monorail, then you’ll wait (just as someone will wait to get up the Space Needle). But from a transportation standpoint, it is detrimental. Typically, the monorail is still faster (and in many cases more frequent) than taking a bus, but the advantage is reduced because of the ten minute frequency. We can do better. Three minute frequency is possible, but would probably require better (and possibly more expensive) crowd management. Five minute frequency, on the other hand, should be simple and easy.

The next step in the renewal process occurs Tuesday, December 2, 2014. The Seattle City Council Parks, Seattle Center, Libraries and Gender Pay Equity Committee meets to discuss and vote on several topics. But the most relevant topic is the renewal of the SMS contract, or item 4 on the agenda. The contract is for ten years, and is summarized by this memo. I am asking Seattle residents to write the council and ask that they delay renewing the contract until these issues are addressed.

The long term goal is fairly simple, and has two parts. The first is that the monorail accept ORCA cards, the same way that other transportation agencies do. Compensation for the agency should work the same way as it does with the other agencies. It is quite likely that this will increase the money that SMS earns. Many of the current users are tourists that don’t have ORCA cards, while ORCA users shun the monorail. The second goal is that frequency on the monorail be increased from ten minutes to five minutes.

It is too late in the process to add an amendment to the operating agreement. That is why I will ask the council members on the committee to simply extend the current contract for a year, while details of the new contract are addressed. I don’t think the city should enter into a ten year agreement with SMS without ORCA support. There may be technical reasons why five minute frequency can’t occur, but at a minimum, I think the issue should be discussed. I see no technical reason, or any reason at all, why ORCA should not be accepted on the monorail.

Ten years is a long time, and a lot can happen (and will happen) in those ten years. Link will reach the U-District, Northgate and Bellevue. With the appropriate improvements, the fastest way from various parts of the city to the Seattle Center (or Uptown) will be on the monorail. During the next several years, we will also be considering improvements to light rail, which include service to Ballard via Uptown. The monorail and a light rail line would compliment each other quite well. It makes sense for the new light rail line to serve the neighborhood directly, and integrate well with buses, while the monorail serves the Seattle Center. It is important, then, that we better use this public asset, and to do so we need to work out a new contract with SMS.

There are three members on the committee, and one alternate:

Jean Godden, Chair (jean.godden@seattle.gov)
Bruce A. Harrell, Vice-Chair (bruce.harrell@seattle.gov)
Tom Rasmussen, Member (tom.rasmussen@seattle.gov)
Kshama Sawant, Alternate (kshama.sawant@seattle.gov)

I am going to write all four. Given the short notice, I will email the council members. I ask that you do the same. As always, please be courteous when writing your representative. I wish I knew about the situation sooner, as I hate to suddenly throw this issue at them. But transportation in this city is very important, and we need to make sure we take advantage of all of our assets, and this includes the monorail.

“Kodak T-Max” of Arriving Sounder North Pulling Into Mukilteo, my photo & postprocessing conversion

Got this in my e-mail and an update right after I hit post.

Sorry to hear this – GO SOUNDERS!

Joe

Southline service (Lakewood – Seattle) is canceled for today’s special event service to the Sounders FC match due to a downed tree over the tracks south of Tacoma Dome.

Southline train service (Lakewood – Seattle) are back on for today’s special event service to the Sounders FC match. The downed tree over the tracks south of Tacoma Dome has been cleared sooner than anticipated. For train departure times visit http://www.soundtransit.org/Schedules/Event-services/Sounders-FC

Reminder: Northline service (Everett – Seattle) is canceled for today’s special event service to the Sounders FC match due to a mudslide. Riders should take regularly scheduled bus service.

Northline service (Everett – Seattle) is canceled for today’s special event service to the Sounders FC match due to a mudslide.

Riders should take regularly scheduled bus service. We apologize for the inconvenience.

• MARTA requires a separate Breeze card for each paying customer. Each Breeze card is $1. There are no paper tickets. Granted, that’s better than $5 ORCA cards, but still is annoying for a one time user. Could they be free and have some sort of “recycling bin” for collecting used cards?
• You must pay for each ticket separately.  Some of the kids were under MARTA’s 46 inch height limit for riding free, but most needed tickets. That meant an adult had to navigate the machine 8 times.  The upshot is that we got good at using the vending machine by the 8th time, but why is there no way to buy multiple tickets at once?
• Conveniently, there was a staffed office at the park and ride, but they have no ability to sell transit tickets. They can only help with parking fees. Parking was free for 24 hours, and fairly easily to understand for newcomers.
• MARTA has a day pass for $10, or each ride is $2.50 + $1 fee for the Breeze card. But if you take a connecting train, is that a ride? There was nothing indicating “round trip” — just a question of how many rides we wanted?
• Many of our riders were Canadian. They inserted their credit card, and it asked them for a 5 digit zip code, which didn’t accept letters (Canadian Postal Codes have letters too!). It also had no prompts of what to do if you didn’t have a numeric code, and couldn’t easily go back to the previous screen. So they were unable to pay with a card —  luckily they had cash.
• All of our riders spoke English, but I don’t recall the machines having a way of switching to other languages. MARTA’s site only offers a machine translated copy of the site. This would not be helpful to most users, as machine translations are extremely unreliable.
• The machine dispensed change as $1 coins, something despite years of the US Mint’s efforts, most consumers are unfamiliar with.

Big news to come out of Whidbey.  Just finishing up some loose ends.

Let’s just say the save by my Senior Editor on the Sounder North is much appreciated as I dart between my e-mail, YouTube of a meeting audio, and MS Word.

So before you go to bed or shortly before 2359 Hours tonight, check Page Two or your e-mail subscription one last time.

Cheers;

Joe, North by Northwest Writer

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Author snap of Community Transit Bus at Mukilteo Ferry Terminal Bus Stop

Normally on Sunday on the main page there’s an Open Thread.  So I’m going to start having a focused question thread every Sunday.

Please help give me a list of questions – and don’t guess the answers in the comments please, I consider on-topic only questions with why ask ’em – to ask Community Transit at their 10 December public hearing at Everett Station (10 AM-2 PM).  Here’s my list and I will update the post as we think of good questions:

1. Are you guys at Community Transit willing to commit to make genuine changes based on public input given during your public comment process?
2. Why is Community Transit so resistant (not just to me but others…) to providing the Future of Flight & Boeing Tour Center – Snohomish County’s #1 tourist facility with 270,000 annual visitors – with a bus stop?
3. What can be done about Flying Heritage Collection/FHC – a major tourist attraction at Paine Field – being in something approximating a transit desert?
4. What will Community Transit do to improve service around Paine Field beyond this service package?
5. What will it take for Swift II to come about?
6. Are there plans for a Swift III?
7. When will Double Talls start serving routes directly between Everett Station and Downtown Seattle?  Being I’m a 90X user it sure would be nice when I get off of the 7:30 or 8:30 AM 90X to have a Double-Tall available.
8. Any update on the Bernie Webber Park & Ride next to Historic Flight Foundation & the Paine Field Windsock?
9. Any chance you guys will put WiFi on your buses?
10. How is the below going to play out exactly – I didn’t see sample schedules on your Service Proposal webpage?  Also could some of route 113 be repurposed to serve the Future of Flight & Historic Flight Foundation at Paine Field?

Weekday Service Improvements

• Select local routes within Snohomish County would get additional trips to improve frequency and span of service (Routes 105, 112, 113, 115, 116, 119, 120 and 196).

• Select commuter routes would get additional trips in the morning and afternoon peak (Routes 412, 413 and 860).

Saturday Service Improvements

• Select local routes would get additional trips to improve span of service (Routes 105, 113, 115, 116, 130, 201, 202, 222, 271 and 280).

There you go.  Again commentators I consider on-topic only question requests with why you want me to consider asking them.  The first 10 questions are mine.  The second and final 10 should be drawn from you.