Reevaluating Woodinville BRT

Woodinville
Woodinville (Image: SounderBruce)

Work has begun on SR 522 BRT, with the first BAT lanes in Bothell coming online in late 2020, and Sound Transit’s Stride BRT service opening in 2024. Although phase 1 design recently concluded and the project is now entering the Conceptual Engineering and Environmental process, planners continue to evaluate how to serve the low-ridership Woodinville segment.

The BRT extends from the Shoreline Link rail station along NE 145th where Sound Transit will add bus queue bypasses and signal priority for transit at key intersections. On SR 522, the patchwork of existing BAT (business access & transit) lanes will be filled in to create an uninterrupted lane for transit from 145th to Bothell. In Bothell, the BRT is likely to operate on downtown streets, serving UW Bothell and connecting to I-405 BRT at NE 195th St.

Beyond that, there is a 3.5-mile segment to the Woodinville Park & Ride where the planned service is more basic. The ST3 plan does not fund any capital improvements east of I-405 and the buses operate in general purpose freeway lanes on I-405 and SR 522. The 10-minute headways west of I-405 drop to every 20 minutes into Woodinville.

Expectations for ridership on the Woodinville segment are low. Sound Transit models suggest 8,800 daily boardings on the BRT in 2042, of which just 100 are at the Woodinville stop.

SR 522 BRT
SR 522 BRT, with exclusive ROW in blue and purple. Woodinville segment in green. (image: Sound Transit, click to enlarge)

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SR 520 Service Change Concepts Released

Last evening, Metro and Sound Transit released service change concepts for revised bus service on SR 520. This kicks off the second of three rounds of public input, including an online survey and several open houses in mid- to late June. Because these are service concepts, they do not describe capital improvements in Montlake or elsewhere could be combined with either service option.

Ten routes, six Metro (252, 255, 257, 268, 277, 311) and four Sound Transit (540, 541, 542, 545), are included. Two all-day routes, Metro 255 serving Kirkland-Seattle and Sound Transit 545 serving Redmond-Seattle, carry two-thirds of current ridership. As expected, many buses that currently serve downtown Seattle would be rerouted to UW station freeing resources that would otherwise be consumed in downtown congestion. Changes would take effect ahead of the closure of Convention Place Station, currently scheduled for Fall 2018.

Either alternative improves cross-lake service for most riders, excepting those who prioritize one seat rides to downtown over all else. But the reinvested service hours target different priorities, and many riders will consider their individual circumstances in figuring which option they prefer. A notable highlight of the proposals is that both options include new service between South Lake Union and the Eastside.

Very helpfully, the Metro website separately describes the options, including pros and cons of each, for the major Eastside markets served: Kirkland, North Kirkland/Woodinville, and Redmond. Sound Transit’s website has maps for each market under each option: Kirkland, North Kirkland/Woodinville, and Redmond.

After the jump is my summary of the system-wide changes.

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Link Connections on SR-520: Take the Survey

ST 545 is among the routes that may be rerouted to UW station in Fall 2018 (Image: Atomic Taco)

King County Metro and Sound Transit have begun an outreach process to transit riders in the SR 520 corridor. Transit users and community members are invited to take a survey, running through April 2. Town halls will be held at University of Washington, in Redmond, and in Kirkland.  This will be the first of several opportunities for public input planned as service proposals evolve.

Six Metro routes (252, 255, 257, 268, 277, 311) and six Sound Transit Express routes (ST 540, ST 541, ST 542, ST 545, ST 555, ST 556) may be affected. Generally, the agencies are interested in truncating most service on SR 520 to the University of Washington light rail station. Several of those routes already serve UW, so possible service changes go beyond simply truncating the remaining routes to downtown.

Candidate routes for truncation at UW serve Kirkland, Redmond and Woodinville. A final proposal is also expected to include more frequent service on many routes, along with more service earlier or later or on weekends. New service between the Eastside and South Lake Union will be considered.

The immediate impetus for service changes on SR 520 relates to several construction projects in central Seattle including the anticipated closure of the bus tunnel and Convention Place Station by the end of 2018. Absent other changes, bus performance through downtown will be slowed significantly. The One Center City proposal truncates many bus routes at rail stations outside of the downtown core. Some of the changes are temporary remedies until Link extensions to Northgate and Bellevue are open.

On the other hand, changes to SR 520 bus service offer permanent benefits to riders if executed well. Rail to downtown is faster and more reliable than buses on I-5 and surface streets. The service hour savings can be redeployed to more frequent service on Eastside buses or service to more places. But understandable concerns about the efficiency of bus to rail transfers at UW remain.

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East King County’s ST3 Letters

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Transit Center in Downtown Bellevue (Photo by the Author)

This summary of ST3 feedback from East King County (including North King other than Seattle) is the fifth in a series of ST3 feedback summaries. See our previous coverage of Pierce County, SeattleSouth King County, and Snohomish County. A future installment will look at other Stakeholder Organizations.

The Eastside’s ST3 input is well coordinated. As happened last July, several Eastside cities signed a joint letter describing shared goals. Cities along the SR 522 corridor also submitted their own joint letter endorsing BRT on SR 522 and NE 145th St. Read together with the cities own letters, there’s an impressive consensus about what an Eastside ST3 package needs to look like.

Joint Letter of the Eastside Cities

The Eastside cities introduce their priorities by noting how they are “reshaping our regional growth centers and downtowns into dense, mixed-use, urban centers that need frequent and reliable transit service to sustain economic growth and viability. ST3 has the potential to create transit connections within the Eastside, and provide connections between the Eastside and the rest of the region”. The letter goes on to remind the Board that “the Eastside will be making a significant tax investment into the package” and looks forward to seeing commensurate investments back into the Eastside.

The Eastside’s five priorities in ST3 are:

  • E-01: Completing the East Link spine to Downtown Redmond. This is so uncontroversial that no explanation was apparently necessary.
  • E-02: Fully implement Bus Rapid Transit (BRT) on I-405, from Lynnwood to SeaTac. A version of I-405 BRT between the low and intensive capital versions is recommended. The scope needs to “provide sufficient access for the line to operate as an efficient BRT facility”. That means an inline station at NE 85th Street in Kirkland, direct access to Tukwila Sounder Station, at least one additional location south of I-90, and a dedicated transitway with inline flyer stops. The latter implies a significant investment in South Snohomish County where the BRT would otherwise run in mixed traffic north of SR 522.
  • E-03: Light rail from Totem Lake to Issaquah via Bellevue. In an acknowledgment that BRT may have advantages in Kirkland, the joint letter caveats that “this project must provide flexibility and be scalable to meet ridership demand and the needs of the communities served”.
  • E-04: A new transit center in Renton at Rainier Ave S and S Grady Way. This project would replace the downtown transit center.
  • N-09 and N-10: BRT on 145th Street and SR 522 to connect with North Link.

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