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.
Ed. Note: As always, guest posts do not necessarily reflect the views of the STB editorial board.
The City of Seattle may reverse its longstanding position regarding the Montlake Bridge, a major transit corridor leading to the University of Washington Station. A resolution is before the Seattle City Council that reverses the traditionally skeptical posture of the city towards adding lanes, advocating not just bike and pedestrian upgrades (which have wide support), but also, new vehicular lanes across the Montlake Cut. These lanes would carry not just buses, but other “high-occupancy” vehicles as well such as carpools and rideshares. This is a huge departure from the city’s position as of 2015:
Consistent with Resolution 31411, the City continues to support the position that improvements made by a second Montlake bascule bridge are unlikely to yield the benefits that justify the cost and environmental impact of a bridge…
Resolution 31611, section 2, adopted unanimously in 2015
A bridge big enough to carry three northbound lanes, to the east of the current bridge, which the state would build with this new direction from the city, would likely require on the order of $100 million of public funds, based on prior WSDOT estimates – state funds already lined up. Free money for public infrastructure – something for transit, bikes – what’s not to like?
As of today, October 7, the Seattle Center Monorail has a new payment option: the ORCA card in your pocket, bag, or phone case. After five years of study and negotiations earlier this year from the rest of the ORCA consortium, the monorail is now better integrated into the regional transit system as a real commuter option.
Monorail riders using their ORCA cards will line up at the regular ticket booths and present their card to the cashier. After a quick tap with a handheld reader, you’ll be able to board the monorail, which runs every 10 minutes between Westlake Station and the Seattle Center. The monorail will work similar to a normal bus, with both daily and monthly passes accepted as payment alongside e-purse deductions. The two-hour transfer offered with ORCA transactions also apply to the monorail.
The monorail will continue to accept cash, credit/debit cards, and mobile tickets. Paper transfers from Metro buses will not be accepted. The monorail has accepted mobile tickets through Metro’s TransitGo app since January 2018.
The Seattle City Council’s Planning Committee recently considered whether to endorse a second bascule bridge serving transit across the Montlake Cut. Current city policy does not favor a bridge for transit unless specific triggers are met. However, changing circumstances in Montlake may warrant a revisit. Although last week’s discussion was inconclusive, the question is likely to recur as construction proceeds on SR 520 and WSDOT begins a consultative process with stakeholders in the project later this year or early 2020.
The Legislature funded a second parallel bridge across the Cut in the Connecting Washington package in 2015. WSDOT envisions the bridge being constructed in a third phase of the SR 520 ‘Rest of the West’, but has not released a timetable.
The 540 and 541, both variations on a line from the U-District to the Eastside, would go away in favor of the 544, a Microsoft-SLU run with a few key stops in between. It would run every 15 minutes in the peak.
Weekend 577 trips would continue on from Federal Way to go to Auburn, to increase frequency between the two cities.
Route 566 would abandon 2 stops on I-405.
The first change certainly opens up a lot of interesting transfer opportunities. Although midday and weekend frequencies aren’t high enough to make it work, the emerging system certainly resembles canonical “open BRT” with relatively clear right-of-way on the 520 bottleneck and tendrils fanning out to UW, Downtown, SLU, Kirkland, Redmond, and Bellevue.
You can take a survey or show up for the Oct. 3 public hearing at 12:30 at Union Station.
That would be a shame, because carshare has some societal benefits. It changes driving from a large fixed cost to an incremental one, which should discourage driving. It also eliminates one of the main objections to getting rid of a car entirely. So it’d be nice to keep these businesses around or create a public equivalent.
At the moment, we don’t really know if the business model is sustainable, because the current market is shaped by lossmaking “rideshare” providers flooding the market with cheap door-to-door service. As with anything unsustainable, this will one day end and leave one of three equilibria:
By the time most ST3 projects are delivered in the mid-2030s, Sound Transit is projected to accumulate over $17 billion in debt. Managing that debt load is critical to delivering the program on time.
Sound Transit’s debt capacity is limited in several ways. There is a statutory limit that total debt cannot exceed 1.5% of the property tax base within the RTA district. There are other constraints, contained within financial policies and bond covenants, that limit bond servicing costs relative to available cash flow. Sound Transit monitors all of these so the future debt load remains financially sustainable and within legal limits. If future projections indicated any of these limits would be exceeded, it would become necessary to delay projects or reduce operations.
US Census data released on Thursday confirmed more Seattle residents are taking transit to work. More are walking too. Bike commute rates remain low, however.
Even though the Census’ American Community Survey sample is a large and sophisticated process, sample variation is inevitable and there are occasional anomalies at local geographies. So it’s more productive to step back and look at trends than focus on shifts in one mode in one year. (I’ve assembled some tables with local statistics here).
In 2010, 18% of workers living in Seattle took transit to work. Last year, this had grown to 23%. It’s a sharp contrast to other major cities where ridership is trending down.
Mountlake Terrace, the small suburb of 21,000 often confused with the even smaller fiefdom of Montlake, is looking at big plans for development around its sole light rail station. On Thursday, the city council approved an update to the Town Center Subarea Plan, which was adopted in 2007 to guide development of the fledgling “downtown” of Mountlake Terrace.
The Mountlake Terrace Transit Center and light rail station will sit at the southwest corner of the town center, which spans 18 city blocks that stretch from 230th Street to 237th Street in the south and east to 55th Avenue. The updated plan calls for buildings up to 12 stories tall with a focus on pedestrian-friendly frontages and mixed uses throughout the town center. At full buildout, the town center would have 3,000 new multifamily housing units, 410,000 square feet of office space, and 215,000 square feet of retail, supporting 6,600 new residents and 1,953 new jobs.
Earlier this month the Transit Riders Union (TRU) launched a new campaign called ORCA for All.
You could categorize a lot of the campaigns TRU has run over the years under the theme “ORCA for All.” From the push for a low-income reduced fare that became the ORCA LIFT program, to expanding and improving the Human Services Bus Ticket program, to supporting Rainier Beach High School students fighting for free transit passes, to pressuring the University of Washington — our city’s second-largest employer — to step up and fully subsidize transit for all UW employees, expanding access to public transit has been one of our core issues for years.
This fall we’re continuing ongoing advocacy for a transit pass program to serve the lowest-income riders — people who can’t afford ORCA LIFT — and also to reform the way our transit agencies respond to fare evasion. But the centerpiece of ORCA for All is something new: We want more employers, especially larger employers that can more easily absorb the costs, to subsidize transit passes for their workers.
Not to be outdone by Metro, Community Transit is also boosting Sunday frequencies for several routes in their September 22 service change. In the first major change to Sunday service since it was reintroduced in 2015, Route 201 (Smokey Point–Lynnwood) will be added to the Sunday roster with hourly service from 7:30 a.m. to 9:15 p.m. Route 201 will supplement existing Sunday service on Route 202 to provide 30-minute frequency on their shared corridor in Marysville and Everett.
Other routs will have added trips on Sundays and major holidays, including extended service until 9 p.m. for Routes 112, 113, 116, and 280. Community Transit is also upgrading Saturday frequency on the Swift Blue Line from 20 minutes to 15 minutes between 6 a.m. and 7 p.m. Both Swift lines will also have extended hours of service, including weekday trips that begin at 4:15 a.m. and evening service on Sundays and holidays until 9 p.m.