Kirkland’s BRT Design

CKC_BRT2
Kirkland’s preferred option for BRT on the Cross-Kirkland Corridor

Last August, Sound Transit selected a Project Priority List to proceed to the next level of study for the ST3 ballot measure. Since then, the agency has been working with other stakeholders to evaluate potential projects. The City of Kirkland, having successfully advocated for a Bus Rapid Transit option on the Eastside Rail Corridor (ERC), has worked with consultants to develop a more comprehensive vision for that service. The first details of their work were shared at a City Council meeting last week. The City is also working with agencies on light rail and I-405 BRT options.

Kirkland is balancing several policy goals. The City is pro-transit, and understands that BRT on the Eastside Rail Corridor offers far better connections to Kirkland’s growing neighborhoods than the alternatives. But the corridor is also a well-loved place to walk and bike. With rails being removed to the north and south of Kirkland, the ERC is shortly anticipated to be a high demand bike corridor with the highest demand through urban neighborhoods in Kirkland and Bellevue. Walk and bike uses would benefit in obvious ways from integration with accessible transit. To these ends, Kirkland is eager to see a transit infrastructure that mostly hugs the eastern side of the corridor, maximizing the space available to trail users and preserving views to the west. Sound Transit originally anticipated transit would follow the legacy rail-bed down the center of the corridor, more closely encroaching on the trail which would be correspondingly pushed toward the edge of the corridor.

The Cross-Kirkland Corridor Master Plan envisions trails and transit uses sharing the right-of-way.
The Cross-Kirkland Corridor Master Plan has walk, bike, and transit uses sharing the right-of-way.

Kirkland bought a 5 3/4 mile section of the Eastside Rail Corridor in April 2012, known locally as the Cross-Kirkland Corridor (CKC). In 2014, the City removed tracks and built a crushed-gravel interim trail along the former rail-bed. The City’s master plan for the Corridor envisions the interim trail eventually being replaced by paved permanent trails alongside transit, with a primary trail mostly following the center of the corridor, and a lower-speed pedestrian-only trail on busier segments. Sound Transit retains an easement on the Corridor for high-capacity transit, as do some other utilities. However, it is unclear whether Sound Transit (as easement holder) or the City (as corridor owner) governs the placement of transit within the corridor. In September, Kirkland contracted with consultants on pre-design of compatible transit infrastructure, seeking to demonstrate to both Sound Transit and other stakeholders that a balanced design is possible.

What they came up with was an engineering design that increased the space for trails at what appears to be reasonable capital cost. Preliminary concept design also looked at pinch points on the corridor in Kirkland and Bellevue. They developed engineering concept solutions through all of the tight areas that do not adversely impact the trail.

Continue reading “Kirkland’s BRT Design”

What the Eastside Wants in ST3

Riders wait to board ST Express buses at Bellevue's busy downtown transit center
Riders wait to board ST Express buses at Bellevue’s busy downtown transit center

Several Eastside cities (Bellevue, Redmond, Issaquah, Kirkland, Renton, Sammamish) submitted a joint interest statement to Sound Transit that lays out a shared vision for the ST3 project list. Each city also submitted comments with respect to their particular interests. The joint interest statement was developed in response to concerns that the draft PPL would serve the Eastside poorly, and that the relatively compact central Eastside needed a more comprehensive vision for regional mobility.

A plan for ST3, the Eastside cities argue, must do the following:

“Fund Eastside needs”: ST3 must fully fund investments necessary to meet Eastside transit needs. This is, of course, a shot across the bow of other regional leaders who have looked at the Eastside’s tax revenues as a funding source for spine expansion. Concerns about subarea equity were loudly voiced in several of the City Council meetings where letters to ST3 were approved.

“Connect regional growth centers within the Eastside”: Two projects are called out here; East Link to Redmond, and light rail from Totem Lake to Issaquah. Obviously, extension of East Link is the Eastside’s highest priority, and quite uncontroversial. BRT should be built between Totem Lake and Issaquah if light rail is beyond the financial capacity of the Eastside. Investments in Regional Express within the Eastside are also called for.

“Connect the Eastside with the region”: Here the cities advocate for strengthened connections with the neighboring subareas, including I-405 BRT and Regional Express. The statement is careful to call out how these are multi-subarea investments, implying that East King should not bear the entire cost of I-405 BRT. With the BRT corridor likely to extend from Lynnwood to Seatac, a large portion now lies outside the East King subarea.

“Provide an integrated regional transit system with access enhancements”: The cities are looking for a regional network that integrates ST rail, BRT, express bus and Metro bus services. They also call for TOD and non-motorized access planning as part of ST3. Performance-based initiatives for more efficient use of parking are supported, adding capacity as needed.

“Support system expansion”: This is a call for planning and studies for future system upgrades (and for ST to plan facilities like OMSF early in the process).

The individual cities submitted their own comments, describing their particular needs in greater detail:

Continue reading “What the Eastside Wants in ST3”

Timing out Ballard to Issaquah via Sand Point

View post on imgur.com

A couple of days ago there was a great deal of discussion about the merits and costs of a Sand Point crossing. There are two things that a study would find out that everybody would like to know; the monetary cost of the crossing and the potential ridership over the connection. Unfortunately I can’t give any insight into those things. What I can to do is provide some tangible benefits based on travel time using Seattle Subway’s previous posts about the Crossing, Ballard Spur and Better Eastside rail.

Continue reading “Timing out Ballard to Issaquah via Sand Point”