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  • RossB on SDOT and Metro have some big ideas for Route 44By the way, the first thing I would do is send the 75 over there. There is a stronger argument for having the 44 go to UWMC than the 75, for the reason Tom mentioned. You might create some two-seat rides (Sand Point to UWMC) but no three seat rides (since the buses that intersect the 75 intersect other buses that go to UWMC). You also avoid the cost of moving wire. I would then "straighten out" the 75, and have it replace the Lake City-Pinehurst-Northgate section of the 41. Since this part of the 41 runs every 10 minutes,...
  • Mike Orr on The cost of HOV-2 on I-405There are also people arguing autonomous cars should have free access to the HOV/T lanes, or electric cars, or ridershare cars. So there are forces trying to dilute it even further.
  • Mike Orr on The cost of HOV-2 on I-405Most HOV lanes in the region are HOV-2. WSDOT put HOV-3 only in a few extreme cases like the eastern approach to the 520 bridge where the right of way was very narrow and they eked out an HOV lane from the shoulder lane. it may be gone now with the 520 redevelopment. We have long argued for WSDOT to put it on I-5 and 405 but it won't because it thinks conditions aren't bad enough to inconvenience 2-person cars. ("Who is the freeway for, anyway? Cars.") This article is another plea to implement HOV-3, to guarantee that buses can...
  • Tom Terrific on The cost of HOV-2 on I-405Classist, schmassist. If a toll on SOV users keeps the buses running at optimum speed, let Donald Trump ride The Beast down it every morning. Life isn't fair from whenever you mark its beginning.
  • RossB on SDOT and Metro have some big ideas for Route 44But you simply cannot “have bus lanes on 45th”. That is ridiculous. There is only one lane heading east across the viaduct -- why do we need two lanes heading west? What bizarre logic -- we don't need bus service along that corridor, but somehow we need two westbound lanes, but only one eastbound? That's nuts. The city needs to grow up and realize that this sort of traffic attitude is not only bad for transit, but bad overall. Using the same logic, we shouldn't have metered lanes on the freeway. We can't possibly slow down all of those drivers...
  • Scott Stidell on Sunday Open Thread: The high emissions of flyingWhat red herring, Mike? You go on about "Russia and China have similar large expanses of low-population areas" in response to a comment specifically about HSR. My response, also specifically about HSR, is clearly about our "large expanses of low-population areas" as well, and my opinion that they will NEVER have HSR in our lifetimes as we do not have the command economy, cheap labor, and lack of environmental and property protections that China has. Hardly a red herring to discuss the same topic the original poster made. Of course we should have had HSR between major city groups such...
  • Al S. on The cost of HOV-2 on I-405I’m reminded of the El Monte HOV 3 to 2 trial done in 1999. It was documented by TTI and published by the FHWA. The report is here: https://ops.fhwa.dot.gov/freewaymgmt/publications/hov/ElMonteFinalReport.pdf Curiously, key speed figures are missing from the Final Report, as loaded on my phone (Anti-transit sabotage??). The text on Page 13 reports that the speeds dropped from 65 to 20 mph in the mornings westbound and 65 to 37 in the afternoons eastbound. The speed decline and unreliability really created problems for 18,000 daily Foothill Transit riders. The issue is not as simple as just peak hours for 405 though....
  • Mike Orr on Sunday Open Thread: The high emissions of flyingNational defense would be a hard argument now that multiple generations have grown up without the draft and it's inconceivable that millions of soldiers would be trucked across the country, much less all at once. It was clearly an excuse to build convenience highways.
  • Mike Orr on Sunday Open Thread: The high emissions of flyingIt's a race down to third world conditions. Transit gets eliminated or put into the hands of for-profit companies who would run only in the high-volume areas and charge twice as much for it. Maybe everything would be peak-only. Everybody who can't fit into that has to walk or get a car or stay home. The road and car subsidies may or may not be reduced: they'd probably be propped up as a lifeline necessity.
  • Brent White on Improving 60/107 frequency to match Link, virtually for freeThe only transfer enabled by the 107 Georgetown loop is with route 124. Or to put it more specifically, it saves a 4-block walk through a pedestrian-hostile / non-wheelchair accessible stretch of arterials, or having to wait for route 60 to make the connection, probably at a less-scary bus stop further north with a crosswalk nearby. Again, it comes down to balancing this small set of riders (if there are any at all) against all the riders whose trip times are increased by several minutes, or who end up walking a couple long pedestrian-hostile blocks (possibly in the street) to...
  • Mike Orr on Sunday Open Thread: The high emissions of flying"HSR between Fargo and Spokane is not one of them" Red herring. Vancouver to Portland. SF to LA. LA to Las Vegas. Minneapolis-Chicago-Cleveland. Cleveland to New York. DC to Atlanta. Dallas-Houston-San Antonio-Austin. We should have had these twenty years ago.
  • Brent White on Improving 60/107 frequency to match Link, virtually for freeMetro didn't sync the weekday 60/107 schedules because they have different frequencies. There may be other reasons, too, but that one is enough.
  • Brent White on Improving 60/107 frequency to match Link, virtually for freeSound Transit has no involvement in King County Metro routes 60 and 107.
  • RossB on The cost of HOV-2 on I-405He is talking about having HOV-3 lanes before we have HOT lanes. To quote the article: I-405 south of Bellevue is getting the same type of express-toll lanes as to the north, but not until 2024. You would think that making the current HOV lanes HOV3+ would be a natural precursor to the eventual ETL extension, but WSDOT would not agree. The HOT lanes are coming, like it or not. Alex is simply suggesting we have HOV-3 lanes before then. Given the cost of actually converting HOV-2 to HOV-3, this is a very good idea. In general, this is just...
  • eddiew on Improving 60/107 frequency to match Link, virtually for freeper Bruce, see service guideline eight about route directness or deviation.
  • RossB on The cost of HOV-2 on I-405With Link at Northgate (very soon), I wouldn't bother worrying about the lack of HOV lanes on the mainline between Northgate and downtown. There simply won't be any buses doing that. The Community Transit express buses to downtown will only go peak direction (thus using the express lanes). My understanding is that they don't even deadhead, but rather, just layover downtown. The all day Metro and Sound Transit buses will be terminated at Northgate. No sense fighting for something that won't even be an issue in a few years. You could probably say the same thing about HOV-2 to HOV-3...
  • RossB on Improving 60/107 frequency to match Link, virtually for freeOops, I just remembered that the 107 doesn't even go downtown. So that makes the case for the Georgetown lollipop loop even weaker. All that loop does is increase frequency (in a haphazard way) to Georgetown, and eliminate a one seat ride from Georgetown to Rainier Beach. If they could manage better frequency on the 107 (every 15 minutes) my guess is no one would miss the loop.
  • RossB on Improving 60/107 frequency to match Link, virtually for freeThat being said, the goal should be to minimize the transfer penalty by increasing frequencies across the board. That seems to be what has occurred in Seattle over the last decade. Yeah. It is worth noting that most (if not all) of that has occurred within the city. There are three reasons for this. Density has been increasing much faster in the city than in the suburbs. Second, Seattle has shown a willingness to pay for extra transit. Third, most of the big service savings from Link have occurred in Seattle, which has truncated very productive, high frequency routes (71/72/73)...
  • Scott Stidell on Sunday Open Thread: The high emissions of flyingasdf2 is correct - my understanding is that generally speaking HSR can pencil out well for trips under 500 miles dependent on topography and population; longer than that and people other than tourists will fly. Despite Europe's amazing rail systems, there's a huge reason why there's a proliferation of airlines there now (Ryanair, EasyJet, WizzAir, and the national carriers to name a few). I'm taking the train from Madrid to Paris next month, but that's because I want to. Even with the TGV and Spanish high-speed services that's an 11 hour trip between major capitals... or a two-hour flight (for...
  • A Joy on The cost of HOV-2 on I-405Are we talking about HOV3 lanes or HOT lanes? The latter are inherently classist and exist along part of this corridor, ergo the confusion. SOV drivers simply paying a fee to use HOV lanes is not something we should encourage.
  • AlexKven on The cost of HOV-2 on I-405With I-5 north of downtown Seattle not having any HOV lanes at all when there are express lanes, that seems like an opportunity. There was a post a while back about the serious technical challenges of putting HOV lanes on the mainline, but making half of the express lanes HOV2 would certainly help. Making the whole thing HOV2 would help even more, though that will really make lots of people mad. If that were done though, HOV2 might end up being enough to keep vehicles moving at 45 or better through the express lanes, since these are 4 (I think?)...
  • AlexKven on The cost of HOV-2 on I-405This is exactly right. 566 southbound schedules a lot of time to get from Overlake TC to Bellevue, just because traffic on 520/405 is so unpredictable. Often the bus is more than 10 minutes early and just waits at BTC, and on bad days (not too often because of how much time is planned) it's 10 minutes late. 167 northbound traffic has indeed been killing 566 reliability in the morning. I just took a 566 that was 18 minutes late when it left Renton. It seems like Renton to Bellevue should just be its own route, like Kent to Bellevue...
  • RossB on Improving 60/107 frequency to match Link, virtually for freeMy understanding is that every stop on the 107 loop is shared with the 60. That is my point. This basically does a couple things: adds frequency to the stop, and for some, avoids a transfer. As far as frequency is concerned, the 60 is so frequent (and the 107 so infrequent) that the loop benefits only a handful. Miss the 60, and you might get lucky and catch the 107 (most of the time you just catch another 60). But that's it from a frequency standpoint. From a transfer standpoint, it also benefits only a handful. The 60 and...
  • Chris I on Sunday Open Thread: The high emissions of flyingUgh, this quote is rich: "— Washington DOT spokeswoman Janet Matkin tells Trains News Wire, “Amtrak is responsible for supplying appropriate interim equipment to replace Talgo Series VI trainsets currently in service for the Amtrak Cascades system,” but the Federal Railroad Administration is not requiring replacement. She recently told the Seattle Times that her agency wants all Talgo VI trainsets removed from service “as soon as possible” based on a National Transportation Board recommendation. The manufacturer has formally disputed that recommendation [see “Talgo challenges NTSB finding in Cascades accident report,” Trains News Wire, Nov. 1, 2019]. The ongoing conflict between...