The draft ST3 plan in March 2016 extended rail beyond Lynnwood in two steps. The first, in 2036, would bring service to North Lynnwood, serving stations at West Alderwood Mall, Ash Way, and Mariner. The second, in 2041, extended around the SW Everett Industrial Center (Paine Field) and north to Everett Station.
When the plan was finalized two months later, the extensions were combined so the Paine Field and Everett stations would open five years earlier. It was a telling decision that all the extra financial resources of the final plan were put into the northern segment. This looks like an error. While all parts of Everett Link have their value, the immediate rider needs are mostly between Lynnwood and Mariner.
Seattle’s growth is still accelerating. Census estimates released yesterday show almost 21 thousand new residents in Seattle in the year ended July 2016. With 704 thousand residents, Seattle is once again the nation’s fastest growing city with 3.1% annual growth.
We’ve become accustomed to fast growth, averaging 15 thousand new residents in Seattle annually between 2010 and 2015. So it’s impressive how Seattle has stepped up its game to add even more residents. As Gene Balk observed yesterday, Seattle is only the second top 50 city to grow more than 3% in one year this decade (the other was Austin in 2012). 3% growth in a mature city is a big deal.
Demand for urban living is strong, as evidenced by high prices for homes in walkable neighborhoods all over the US. But most cities have a hard time delivering those homes. Curbs on urban growth push many involuntarily to the suburbs, and most metropolitan areas are still becoming more suburban. More so than any large American metropolitan area, Seattle has densified as it has grown.
Seattle accounted for a massive 58% of all King County growth in 2016. Seattle’s acceleration was matched by a slowing of growth in many King County suburban cities. Total growth in King County in 2016 was about the same as 2015. A few cities on the central Eastside performed well. Bellevue (+1.3%), Redmond (+3.2%), and Issaquah (+3.6%) all showed healthy growth rates. But the rest of King County had its weakest growth since the recession, and expanded just 0.8%. Continue reading “Seattle booms on”
There has long been a regional consensus that I-405 Bus Rapid Transit would be a part of the ST3 program. But that general agreement has hidden a fuzziness about the form it would take. The December 4 workshop saw a range of options presented. The studies make a compelling case for a low-cost version of I-405 BRT, but complicate the case for doing much more. The eye-popping conclusion is that a range of investment levels between $340 million and $2.3 billion all produce the same ridership.
Staff presented “low capital” and “intensive capital” representative models. In between are a long list of a la carte options. There are two alternatives for a southern terminus; one at Angle Lake, the other at Burien TC. The “low capital” model leans heavily on existing infrastructure, and is less ambitious than any of the options examined in the previous set of studies in 2014.
Low Capital BRT
Staff analysis helpfully breaks out cost and performance by segment. Segment A, Lynnwood TC to Bellevue TC, is the most productive with up to 10,000 riders, about 60% of all the ridership on the BRT. 10 of the 19 miles are served via general purpose lanes on I-5 and I-405 (other than limited shoulder-running southbound on I-405). Only the portion between Brickyard and Bellevue can be served via HOT lanes. Segment B, Bellevue to Renton, runs entirely in HOT lanes, but achieves fewer than 1,500 riders. That would include a deferred project to build HOV direct access ramps at N 8th St in Renton.
Beyond Renton, there is little new investment. Segment C, Renton to Tukwila International Boulevard Link Station, would run in HOT lanes on I-405 and general purpose lanes on SR 518, achieving a respectable 3,500 riders with little cost other than vehicles. From TIBS, the service could continue to Angle Lake via BAT lanes on SR 99 (Segment D1), or to Burien Transit Center via general purpose lanes on SR 518 (Segment D2).
The total capital cost under $350 million is modest for the ridership, mostly because the highway infrastructure is largely existing or funded through WSDOT. 28% of the cost is for parking.
Intensive Capital BRT
The ‘intensive capital’ option adds several stations and upgrades others. It eliminates much of the interaction with general purpose lanes via added ramps in the north and BAT lanes in the south.