The Rapid Transit Plan for the Metropolitan Seattle Area
Ballard-Greenwood Bellevue-Newport Hills Bothell-Kenmore Kirkland-Juanita _ake City l/lagnolia-Queen Anne i/lercer island /lodel Neighborhood-Capitol Hill
Redmond Renton-Bryn Mawr ^ Shoreline South Seattle University-Montlake View Ridge-Laureihurst ^ Wallingford-Green Lake West Seattle
De Leuw, Gather & Company Consulting Engineers in association with
Naramore, Bain, Brady & Johanson Architects
MUNICIPALITY OF METROPOLITAN SEATTLE Metropolitan Council Chairman C. Carey Donworth
CITY OF SEATTLE
Okamoto/Liskamm Urban Designers Development Research Associates Economists Metropolitan Engineers Soils Engineers
Mayor Wes Uhiman Councilmen Ted Best Charies Carroil George Cooiey Tim Hili Mrs. Phyilis Lamphere Wayne Larkin Sam Smith Liem Eng Tuai Mrs. Jeanette Wiiiiams
CITY OF BELLEVUE Counciiman Kenneth Cole
CITY OF KIRKLAND Councilman Albert King
CITY OF MERCER ISLAND Councilman Aubrey Davis
CITY OF REDMOND Mayor Selwyn Young
CITY OF RENTON Mayor Avery Garrett
SMALLER TOWNS Mayor, Hunts Point James Barton
KING COUNTY County Executive John Spellman The preparation of this report has been financed in part through a grant from the U. S. Department of Transportation, Urban Mass Transportation Administration, under the Urban Mass Transportation Act of 1964, as amended.
Councilmen Thomas Forsythe William Reams
UNINCORPORATED AREAS A. Dean Worthington
DE L-EUW, GATHER & COMPANY ENOINEERS 1035 DEXTER HORTON BUILDING
SEATTLE. WASHINGTON 98104 AREA CODE 206 • 62A-3833
February 19, 1970 The Honorable Mayor and Membersof the Council City of Seattle
and
The Honorable Chairman and Members of the Council _ Municipality of Metropolitan Seattle
Gentlemen: We take pleasure in submitting herewith our report summarizing a Comprehensive Public Transportation Plan for the Seattle Metropolitan Area. This report contains recommendations for a fifteen year public transportation master plan to meet the needs of the area to 1985 and beyond. The initial recommendation is the integration into one system under the operation of Metro, of the City owned public transit system and a private carrier serving the suburbs, to provide an area-wide local and express bus system with improved service, coverage, and frequency, and having local bus stations. Also recommended is the construction of a 49 mile rapid transit system of which 2.5 miles is bus rapid transit operating on exclusive busways with the balance being electrified rail rapid transit. This report contains operating standards, system features, a comparative analysis of alternative transportation systems, together with estimates of capital cost, and projections of passenger revenues and operating costs. A financing proposal is outlined which includes local. State and Federal participation. Estimated total capital cost to Implement the recommended plan is $1,321 million, of which the local share, under the proposed financing plan, would be $440 million to be provided by the Metro general obligation bond issue now under consideration. In February 1968, the transit issue was submitted to the electorate of Metro and received a 51 percent favorable vote but failed to reach the 60% required for the approval of general obligation bond issues.
Following the
election, the City of Seattle, in partnership with Metro, retained De Leuw, Gather & Company to carry out further, more detailed analyses of the transportation needs of the area. We acted as the overall consulting engineer with supervisory responsibility for the assignment, and retained a team of consultants to insure that all factors were given balanced consideration in arriving at the public transportation system plan. The comparative analysis of transportation systems, completed in March 1969, concluded that the bus-rail concept is the best for the Seattle Metro Area. During 1969, further alignment studies and patronage projections were made, the estimates of capital cost were up-dated, and the transportation plan further refined. In response to public interest in the proposed initial bus system, during the autumn of 1969, much vvider participation by citizens' groups took place through community Involvement meetings, resulting in improvements to the rapid transit and bus routings proposed. The recommended public transportation plan provides a sound basis for developing the public transportation element of the area's total transportation requirement. The Metropolitan area is facing an immense challenge within only a decade, population equivalent to a new Seattle will be added. Immediate, effective imple mentation of the public transportation plan will help the area meet that challenge. Under separate cover, we are submitting a Technical Appendix which describes in detail the studies and analyses carried out in developing the plan. May we express our sincere appreciation for the effective cooperation of the many elected and public officials, public agency staffs and other individuals who assisted in obtaining the information required to reach the recommendations in this report. It has been a great pleasure to participate in the study of public transportation needs in the Seattle Metropolitan Area, and we sincerely hope that constructive action will follow expedi tiously. Respectfully submitted, DE LEUW, GATHER & COMPANY
Charles E. De Leuw
Operating Revenues............................... 42
TABLE OF CONTENTS
Patronage Estimates........................... 42 Transit Benefits .....................................
1
A Plan for Now and Tomorrow........... 2
Fare Schedule...................................... 42 Revenues............................................... 42 Operating and Maintenance Expenses 42
Chapter 1
Method of Financing................................43
RECOMMENDED PUBLIC TRANSPORTATION PLAN
Capital Costs........................................ 43 Operating Subsidy ............................. 43
1985 Bus-Rail System ..........................
5
Initial Bus System................................... 7 Standards of Service ..........................
8
Rapid Transit Routes............................. 9 Reserved Right of Way........................... 15
Chapter 2 DESIGN AND DEVELOPMENT
Chapter 5 BENEFITS Benefits to Individuals.......................... 44 Benefits to Business Firms................. 44
Board of Review Letter..........................46
Rapid Transit Stations ......................... 16 Bus Stations .............................................18 Long-Range Plan...................................... 19 Urban Design and Development Potential................................................. 20
FIGURES AND TABLES Figure
1 • Recommended 1985 System ............................... 4
Figure
2• Recommended Initial Bus System ...................... 6
Figure
3• Bus Shelter....................... 7
Figure
4• Route Key Plan................
Figure
5• Direct Bus/Train Transfer 9
Figure
6• Subway Station................. 16
COMPARATIVE ANALYSIS
Figure
7• Rail Station ........................17
Equipment Technology.......................... 39
Figure
8• Community Bus Station
Analysis of Alternative Transit Systems...................................39
Figure
9• Long Range Plan ............. 19
Equipment and Facilities.......................24 Buses..................................................... 24 Rail Cars ...............................................25 Initial Bus System....................................27 School Bus Service ............................. 37 Construction Program ........................... 38
Chapter 3
Chapter 4
9
18
Figure 10 • Development Potential Adjacent to a Bus Station ..............................................20
FINANCING Capital Costs............................................41
Figure 11 • Development Potential Adjacent to a Rail Station ..............................................21 Figure 12 • Metro Area Perspective 22 Figure 13 • Community Transit Study Areas ..................................27 Table
1 • Transit Travel Times ....26
Table
2 • Construction Activity ...38
Table
3 • Capital Cost........................41
Table
4 • Probable Fares ................. 42 System Maps in Pocket
Ht T/V'?/ SG’5'
720
Transit Benefits This is the new coordinated bus-rail
homeowner, in the peak year will
rapid transit plan for the entire Metro
be $22.77 per year on a $20,000
■ A stronger tax base from the attraction of new business and related
area.
home. This figure will be proportionately
economic development.
smaller or larger, depending on the The key elements are modern, electric
home value. The bond issue will be
rail vehicles, clean, attractive
paid off over 40 years. These are some of the many benefits of that substantial investment:
A major addition to the plan since the February, 1968, transit election is the nearly 60 new bus stations and
and reliable public transportation.
space in concentrated activity centers.
maximum environmental protection.
network blanketing the area with
mobility and environmental problems.
service to all major and secondary activity centers.
2V2
■ A fleet of comfortable, high-speed electric rail cars and attractive buses meeting highest standards
■ An efficient public transportation
solution to this area’s mounting
Inflation during the past
■ Reduced need for costly auto parking
■ A high-volume system that uses
added proof that the coordinated busrail concept offers the best long-range
as a result of the transit system construction and operation.
minimum land space and affords Two more years of study have produced
■ Creation of job opportunities
■ Easy-to-use, rapid, comfortable
some 800 bus shelters that would be built by 1972 throughout the Metro area.
operating funds to keep fares low and service levels high.
new buses and spacious stations of varying size and function.
■ A guaranteed source of supplemental
of pollution control. ■ Reduced need for additional highway and bridge construction.
years
has pushed the cost of the local bond
■ Reduced peak-hour traffic congestion.
issue from $385 to $440 million and the total cost to $1,321 billion, which includes two-thirds federal
■ A framework for orderly growth
involvement in the planning process.
and development of the area.
Special acknowledgment is due the Transit Project Review and Economic
matching funds. ■ A new transit system management The Economic Analysis committee of
structure.
Analysis Committees of the Forward Thrust Citizen Action Program, which were instrumental in the preparation
Forward Thrust estimated the cost of the bond issue to a Metro- area
Preparation of this plan was aided by an extensive program of citizen
■ Reduced air and noise pollution.
of this new plan.
A Plan for Now and Tomorrow This new rapid transit plan looks to
Studies show that major centers, like
1985, and beyond.
Bellevue, Renton, the Duwamish
in the pian to purchase attractive new
industrial area, downtown Seattle
buses powered by other than diesel
It responds to immediate issues as well. For the long range it would launch a needed new approach to mobility and environmental protection not possible with a transportation system dependent solely upon autos and buses.
Additionai dollars have been budgeted
and the University district, can
engines, if at all possible. The rail rapid
expect increases of from 25 per cent
transit cars are electrically powered
to 100 per cent in employment or
and emit no air pollutants.
population in the next 20 years. The declining appeal of public Attempting to solve this problem only
transportation would be reversed by
with more freeways to carry more cars
substantial investments in better service
is no longer feasible in the face of
and well-designed equipment and
opportunity to unify the present two-part
growing opposition to large urban
facilities.
bus service, before rising operating
freeways.
In the short range it offers an
costs force further cuts or total elimination of public transportation service to major parts of the Metro
The totai funding program is unique. The same hills and water barriers
Local property tax levied to pay off the
that confine travel to a limited
$440 miliion Metro bond issue wouid do
number of north-south and east-west
three things:
area.
corridors also create channels of high-
The crux of the present problem is
volume movement which can be served
peak-hour auto traffic. Primary
efficiently by transit.
travel routes increasingly are clogged with home-to-work commuters. The number of automobiles is forecasted to more than double by 1985.
To handle the growing travel volumes that are certain to accompany a steady rise in population, a highway-oriented system would have to be expanded
The area’s activity centers also are
substantially. This would mean more
becoming choked with cars.
land-take and more air pollution in an area where available space is naturally restricted and more air pollution is
First, it wouid help build and equip the system. Second, it would qualify Metro to receive some $874 million in federal matching funds for the same purposes. Third, it would enable Metro to receive increasing annual amounts of State support for transit construction and operations, beginning with more than $7 million in 1972.
not acceptabie. Thus, expanded and improved Metro Rapid transit, on the other hand, has a large carrying capacity and can accom modate rising travel volumes by adding
bus service can be offered early, while the rail segment of the ultimate bus and rail system is being built.
rail cars, rather than expanding right-ofway. At the same time it reduces
A related benefit of this billion-dollar
pressures for added highway
project will be the thousands of jobs and
construction.
orders for suppliers that would result from construction of the system,
Deveiopment of the rapid transit system would proceed with the highest possible priority on environmentai protection. About one-third of the narrow, 49-mile rapid transit alignment would be constructed underground to protect more densely developed areas. Another Typical weekday auto traffic entering and leaving Seattle during morning and after noon peak-hour periods. Volumes include: Ship Canal, Lake Washington and Duwamish River Crossings.
10 miles would be on embankment or at the surface, in or beside existing railroad right-of-way.
2
at a time when the area needs additional basic employment.
Perhaps the most compelling reason for implementing this new transportation plan now is the persistent increase in construction costs. Rising land and construction prices and interest rates have added an estimated $80 million to the projected cost of the rapid transit plan since it was first presented to Metro area voters in February, 1968. Toronto is one of the many cities of the world where rapid transit is working well. San Francisco is expected to be another success story when the Bay Area Rapid Transit District begins operating its modern rail system next year. Both began the building process at a similar stage of regional density, before growth had overtaken their ability to deal with development. In this respect the new plan is in step with Toronto and San Francisco. In immediate Impact and benefits this plan is ahead of those implemented in other areas. It recognizes that the quality of life in the Metropolitan Seattle Area in the future will be determined to an important degree by what is done now.
This is Rapid Transit Montreal’s successful bus and rail rapid transit system has set a high standard in efficiency and esthetic appeal. The essential element in rapid transit is the high-speed electric rail vehicle, supported by a large fleet of buses that deliver and receive passengers at the rail stations. Whenever needed, transfers would be across covered platforms, directly from one vehicle to the other, or aided by escalators between levels.
3
Figure 1
Recommended 1985 System
1985 SYSTEM SEATTLE METROPOLITAN AREA
RECOMMENDED PUBLIC TRANSPORTATION PLAN OE LEUW, GATHER & COMPANY
LEGEND EXPRESS BUS ON I REEWAY PEAK PERIOD EXPRESS ON FREEWAY AND AIRPORi' SERVICE EXPRESS BUS ON ARTERIAL S PEAK PERIOD EXPRESS ON ARTEKIALS LOCAL BUS BUS SERVICE OUTSIDE METRO - BOUNDARY OR PEAK PERIOD SERVICE
-.w
BUS PARK AND RIDE STATION COMMUNITY BUS STATION NEIGHBORHOOD TYPE E STATION I RAPID TRANSIT AND STATION . RESERVED RIGHT OF WAY FOR RAPID TRANSIT MiMiH nub k'Vic TnANsn
4
CHAPTER 1
Recommended Public Transportation Plan
Bus-Rail System An integrated bus and rail rapid transit system is recommended to adequately serve the 1985 needs of residents of the Seattle Metropolitan Area. Initial operation of an improved bus system is recommended until rail rapid transit construction is completed. The 1985 Recommended Public Transportation Plan for the Seattle Metropolitan Area is depicted in Figure 1 on the opposite page and on a larger scale map at the back of this report. The rapid transit concept includes the use of buses to provide frequent service within walking distance of most Metro area residences and to connect with the rail service, which penetrates the major activity centers of the area. The plan includes the following major elements: ■ Approximately 49 miles of high-speed, grade separated rapid transit routes, of which 2.5 miles will be a two-lane route in the West Seattle corridor for exclusive bus use. The remainder will accommodate electri cally powered trains on double-track
■ Approximately 740 miles of local bus routes operating on major streets. These will be coordinated with the rapid transit system to serve regional trips and also to provide local service within each community.
rail lines. ■ Approximately 800 local ■ Approximately 34 rapid transit stations. ■ Approximately 8 miles of right-of-way for future transit route extensions. ■ Approximately 60 miles of express
bus shelters, 32 community and neighborhood bus stations and 9 park-and-ride bus stations near major highways. ■ Parking will be provided for a total
bus routes operating on freeways in
of 20,000 cars at appropriate bus
mixed traffic together with 30 miles
and rail stations.
of express bus routes operating on major streets.
This coordinated system will connect the major residential, employment, educational, cultural and recreational centers of the area with fast, safe, easy-to-use, reliable and economical service.
5
Rapid Transit Car The Metro plan could have a car similar to that shown above. By 1985 some 330 automatically controlled, carpeted and air-conditioned cars will be rolling on the proposed Metro system. This is the car planned tor the Washington, D.C., rapid transit system.
Figure 2
Recommended Initial Bus System
6
Initial Bus System
During the period of design and
The initial bus system is planned so
construction of the rapid transit system,
that 90 per cent of the population in
it is recommended that an irtitiai
the service area will be within
system of improved bus service be
V4 mile or less walking distance of a
implemented. The initial bus system is
bus route.
shown on Figure 2, and on a larger scale map in the back of this report. Improvement in bus equipment, route coverage, and frequency and speed of service will be provided. As each stage
The initial system yvill have the following facilities; ■ Approximately 800 shelters at points throughout the Metro area.
of the rapid transit system is completed, and/or as growth takes place in the
■ Approximately 42 community and
community, the bus system will be
neighborhood bus stations, of which
adjusted to complement the system
10 are at sites that will become
and serve new areas.
rail stations by 1985.
The first step will be the consolidation
■ Approximately 9 park-and-ride
of the two existing bus systems-—the
stations along major highways and
Seattle Transit System and the
6 park-and-ride stations at sites
Metropolitan Transit Corporation. Such
that will become rail stations by 1985.
consolidation will be subject to negotiations with these two properties.
These facilities will complement the
Priority for employment in the consoli
stations recommended in the full 1985
dated Metro-wide system will be given
rail system. They are shown in Figure 2
to present employees of the two
and described in detail under the station
existing systems.
section of this report.
7
Standards of Service Bus Operation A basic standard of 2- to 15-minute frequencies wili be provided on ali bus routes in peak periods. Maximum off-peak frequencies will be 20 minutes on heaviiy traveled routes and 30 minutes on less heavily traveled routes. Evening and weekend service will be less frequent. Bus schedules will be readily available throughout the area. Schedules also will be posted prominently at bus shelters and stations. Express service will be provided in major corridors for trips longer than five miles, where there is sufficient patronage during peak periods and when a 25 per cent travel-time savings can be achieved.
Rapid Transit Operation
RJX Bus Funding for the transit pian provides a premium of 40 per cent over the price of present diesefbus equipment to aid in acquiring attractive new buses. This is Generai Motors Rapid Transit Experimentat (RTX) bus. The 500 buses that Metro wiii buy between 1972 and 1985 wili be air-conditioned and will meet the highest pollution-emission standards.
Fast and comfortable air-conditioned trains will run every 2 to 5 minutes in peak periods on the grade separated rapid transit routes.
Rapid Transit Route Alignments
Trains will run every 10 minutes in non-rush hours and every 15 minutes during early morning and late evening
As described in the following
hours. Top speed would be about 75
pages, approximately 16
miles an hour with an average speed
miles of the rapid transit system would
of 37 miles an hour, including
be constructed below surface in subway,
station stops.
5 miles in landscaped open cut, 8 miles
Daily service will be over a 20-hour
on aerial structure, mainly in the
period from 5 a.m. to 1 a.m., except
industrial area, 10 miles on surface
Friday and Saturday when service would
following freeways, and 10 miles on
be extended to 2 a.m. Sufficient seating
embankment or at the surface, mainly
capacity would be provided to limit
adjacent to existing railroad tracks.
peak-period standees to a maximum
These routes are subject to more
of five minutes travel time. Seats for
detailed engineering design and
all passengers will be provided
evaluation in subsequent phases of
during non-rush hours.
the project.
8
Rapid Transit Routes The rapid transit corridors shown in Figure 1 and the types of construction described in this chapter are tentative, but the recommendations are feasible and provide a sound basis for cost estimating. Specific route locations, elevations and station sites will be developed during final engineering design, and be subject to public hearings, as required by law.
Figure 5
Direct Bus/Train Transfer
The rail station proposed near the Renton Shopping Center on bus-to-rail transfer.
the South Rail Route would offer patrons a convenient cross-platform
9
Looking east toward Renton City Hall from Williams Avenue South.
South Route The terminal is in the north Renton
The proposed crosstown highway.
industrial complex. Express buses
State Route 509, will provide excellent
connect this terminal with the Bellevue
connections for express buses from
and Eastgate areas. The route proceeds
the West Seattle, White Center, Rainier
south on aerial structure and land
Valley and Columbia City bus stations.
scaped embankment along the existing The route crosses Airport Way on
Northern Pacific Railway tracks across
viaduct and parallels the existing railroad
the Cedar River, and into a subway
right-of-way with surface and aerial
station in the vicinity of the Renton
structure alignment. A direct bus-to-rail
business district.
transfer station will be built at Spokane The route swings west along the
Street. A special shuttle bus
existing Pacific Coast and Milwaukee
from the station will circulate
Railroad rights-of-way to a station near
throughout this industrial area.
Rainier Avenue South. This station will The route proceeds north on aerial
provide direct cross-platform bus-to-
structure along the railroad right-of-way
rail transfer as shown in Figure 5.
to the Jacksoh Street station, to join
The bus system radiating out into the
the downtown section of the rapid
surrounding residential areas will
through the use of existing railroad land
provide connections not only to the
plus other funding. This concept would
regional rapid transit system but also
greatly reduce traffic congestion and the
to the Renton business and civic
inconvenience caused by the present
center. This station is designed to
location of the railroads through Renton.
serve as a connection for bus service
The route proceeds west at surface
to the Green River Valley and
level to the Duwamish River, and from
Southcenter. Relocation of the existing
there north parallel to the existing
at-grade Northern Pacific, Pacific Coast,
railroad tracks along the river. A future
and Milwaukee Railroad tracks to a
station could be added in the vicinity
location farther south, parallel to
of Tukwila to serve that area, and
Interstate 405 on a common grade
also provide bus connections to South-
separated right-of-way, has been studied
center and Sea-Tac Airport. The route
as a concept. Its actual feasibility is
crosses over East Marginal Way on
dependent upon future detailed
viaduct to the Duwamish Station in the
engineering investigations and specific
vicinity of the Boeing Developmental
negotiations with the railroads. The
Center. Provision is made at this site
relocation would be financed by use of
for a possible future branch line to Sea-
the right-of-way cost saving to transit
Tac Airport, which may become feasible
transit system.
with future population growth in the Southwest corridor and if supple mentary funds become available. This industrial area is a good site for a major storage yard and maintenance shops for rapid transit cars. The route proceeds north on surface alignment between the Duwamish River and Boeing Field, and on aerial structure from the 16th Avenue South station to a station in Georgetown.
10
DUWAMISH INDUSTRIAL AREA
Northeast Route The terminal is in the vicinity of N.E.
boundary of the Arboretum. Funds have
is well located to provide a convenient
145th Street where bus platforms, auto
been budgeted to permit this section
connection to the Capitol Hill bus
mobile parking areas and a rapid transit
to be constructed either below surface
routes. It also serves the Seattle
car storage yard are planned. The ter
or in landscaped open cut through
Central Community College, Seattle
minal will be located in a convenient
this section. The Arboretum Station is in
University, and the hospital complex
position to serve the Shoreline area. A
subway in the vicinity of Madison Street
on First Hill. The route continues west in tunnel, crosses over the
direct cross-platform transfer from bus
to serve Madison Park and adjacent
to rail, as shown in Figure 5, will be
areas. The route continues in subway to
multi-level Interstate 5 freeway and
provided at the terminal station to
a station at 23rd Avenue and Union
then into subway near Denny Way
make the feeder bus service convenient.
Street, providing service to Madrona and
and Minor Avenue, then heads south
the Central Area.
westerly to the Westlake Station. The
scaped open-cut, and in subway, to a
The route runs west in tunnel to the
and Downtown Routes in subway, just
station in the Lake City business area,
Capitol Hill Station at Broadway, which
north of the Pine-Pike Station.
The route proceeds south in land
Northeast Route joins the Northwest
and then follows Lake City Way in landscaped open-cut to a station in the vicinity of N.E. 98th Street. The crosstown buses on 110th Street or Northgate Way will provide service to the Northgate Shopping Center. The route proceeds along Lake City Way and 12th Avenue N.E. in subway to a station near N.E 65th Street, serving the Green Lake, View Ridge and Ravenna areas. The route continues south in subway to a station at the northwest corner of the University of Washington campus, near the apartment and business district. This station serves the University and also intercepts the 45th Avenue crosstown buses from the Wallingford and Laureihurst areas. The route proceeds in subway to a
The Northeast rail route will be located near the Roosevelt shopping district.
station in the expanding south-campus area to serve the University Hospital and the Stadium. The route is in tunnel under the Ship Canal and continues south in the vicinity of the west
11
West Seattle Route A special type of service is recom
at Spokane Street. The routes serving
mended in this corridor because of the
Delridge Way, Harbor Drive and Harbor
unique characteristics and topographic
Island also will enter and leave the
problems of the West Seattle area.
busway by exclusive bus ramps.
Furthermore, only 20% of the work trips are destined for downtown Seattle whereas 31% are bound for the
Rainier Valley
Duwamish Valley. Extensive highway
Rainier Valley is already well built up
improvements are planned in the
and population in this corridor is
Spokane Street corridor and a new
expected to increase less than 10%
crossing of the Duwamish River near
by 1985. The trip patterns of this
First Avenue S. is proposed.
residential area are scattered. Some
Due to the foregoing conditions and the need to provide effective service to Harbor Island, it is recommended that a two-lane exclusive rapid transit busway be built between the bus station at 35th Avenue S.W. and Avalon Way, and the Spokane Street station on the South Route of the rail rapid transit system.
20% of the peak period trips are oriented to downtown, 27% are drawn to the Duwamish area and 7% are bound for the Renton area. There fore, in response to these needs, 2 bus stations are provided in addition to the Rainier rapid transit station. Columbian Way will have peak period express bus service from this station to the Spokane Street rapid transit station. A second
Feeder buses serving the residential
bus station will be provided near
areas of West Seattle will enter the
Rainier Beach with provision for all
exclusive elevated busway, and proceed
day express service from this station
directly at express speeds to a cross
to the Duwamish Station, and peak
platform bus-to-rail transfer station
period express service to Renton.
The red line indicates the Iwo-lane rapid transit busway that is proposed for West Seattle between a new bus station at 35th Avenue S.W. and Avalon Way and the Spokane Street rail rapid transit station. This bus-only facility can be converted to a rail line in the future.
12
I
East Route The terminal is east of the Northrop Way Interchange between Interstate Highway 405 and State Route 520, serving passengers from Kirkland, Juanita, Redmond and areas to the northeast. Express buses connect the park-ride stations in these communities to the terminal. The route proceeds southwest on em bankment and then below surface in landscaped open cut, crossing Interstate Highway 405 near the proposed N.E. 12th Street bridge. The route proceeds in subway south to a station in downtown Bellevue on 108th Avenue N.E. The downtown Bellevue
The changing Bellevue skyline reflects the rapid growth in office employment that is underway in the business district, on the East rail route.
station is designed to serve trips des tined for this employment center and to provide a convenient interchange point between the regional system and the feeder-bus network which will radiate to other East Side residential areas. The route proceeds south in subway and below-surface landscaped
open cut, along 108th Avenue S.E. to
The East Route follows the proposed
Lake Washington Blvd. It then
1-90 freeway alignment across the
proceeds on surface, to the South
East Channel to Mercer Island, then
Bellevue Interchange, because of
on to the proposed new floating
difficult soil conditions and the possi
bridge across Lake Washington, and
bility of a future station in this vicinity.
through Mount Baker Ridge. A station and parking area will be provided ad
A station is in the'median of the Interstate 90 freeway, with parking
jacent to the Mercer Island shopping center.
directly south of the Enatai area. This serves the South Bellevue and Newport
The Rainier Station is in the proposed
Hills areas. The Eastgate rail branch
1-90 median between 23rd Avenue
will join the system at the South
and Empire Way, serving the Model
Bellevue Station. A terminal station
Neighborhood and Rainier Valley.
will be provided in the vicinity of Eastgate and 1-90. This station is in a convenient location to intercept traffic from Lake Hills and Issaquah. A large parking lot adjacent to the station will serve commuters transferring to rail rapid transit at this point. The station will also serve the Bellevue Community College with a convenient bus shuttle. The 1-90 highway is designed with sufficient median width to permit the construction of the Eastgate line. Peak-hour express bus service will also be provided from the South Bellevue and Eastgate stations to Renton with connections to serve the Green River Valley.
13
The route follows 1-90 over Rainier Avenue to Corwin Place where it will enter subway along Dearborn Street to connect to the South and Downtown Routes near the Jackson Street station.
The Northwest rail route will cross under Salmon Bay in a tube at approximately this point, west ol the Ballard bridge.
Northwest Route
The feeder bus system will radiate out
venience to the Coliseum, the Play
through the Ballard residential area,
house, the Opera House and the Science
The terminal is in the Crown Hill district
providing a connection to the regional
Center. A second entry to the east will
in the vicinity of 15th Avenue N.W.,
system and the local business area.
serve the Arena, Space Needle, the new
serving the Shoreline and Greenwood
Entrances to the parking area and the
King County Stadium and the Food
areas via Greenwood Avenue, Holman
subway station will intercept traffic on
Circus. The route continues south
Road and N.W. 85th Street. Acquisition
the north side of the business district,
in subway to a station in the Denny
of reserved right-of-way along Holman
thereby relieving congestion in the
Regrade area in the vicinity of Bell
Road would allow an economical
business area, the Ballard Bridge and
Street to serve the planned expansion
extension of the system in the future.
on 15th Avenue.
area for the Central Business District.
The route proceeds under 17th Avenue N.W. in subway to a station on the north side of the Ballard business district near Market Street and 20th Avenue N.W.
The alignment then joins the Northeast The route continues south in tube
Route and Downtown Route in the
under the Ship Canal, then on elevated
vicinity of Stewart Street.
structure to a station at Dravus Street serving Magnolia and the north and west sides of Queen Anne Hill. The route continues on viaduct along the Interbay railroad tracks, crosses 15th Avenue, and then along the base of the Queen Anne bluff parallel to Elliott Avenue. The route proceeds in subway east to a station in the vicinity of Republican Street, serving a growing apartment and business area. Feeder buses from Queen Anne Hill have a convenient connection to the regional system at this station. The route continues to a subway station in the Seattle Center. One mezzanine entry of this station will be near the Internation Fountain for con
14
Downtown Seattle Route The route follows 3rd Avenue in subway, linking four major stations. The station extending from Pine to Pike Streets serves the retail shopping area. The station between Seneca and Spring Streets serves the office and financial district, and the station between James and Cherry Streets serves the government office build ing complex and the Pioneer Square area. The fourth station at Jackson Street and 5th Avenue serves the International District and the adjacent industrial area. This station also is a convenient transfer point near the King Street Railroad Stations for inter-city railroad service. Most of the downtown employment destinations will be within 1000 feet of a station entrance. East-west under ground pedestrian ways should be encouraged along with escalators where required to maximize convenience for the transit patrons. Several “people mover” concepts are now under study in Seattle as part of the Center Cities Program of the U.S. Department of Transportation.
The downtown Seattle rail route would be in subway under Third Avenue with lour major stations.
Reserved Right of Way Funds are programmed for purchase
West Seattle Route, from the Fauntleroy
of three sections of right-of-way
and Avalon Station southwesterly
for extensions to the rail rapid transit
to the vicinity of California Ave. S.W.,
system after 1985. They are:
then south and southeasterly, terminat
Northwest Route, from the Crown Hill Station along Holman Road N.W., to connect to the old Interurban right-ofway presently owned and used by City Light for electric transimission lines, and protected for future rapid transit use.
ing near White Center. To reduce the impact on the environment caused by future route extensions, lands and buildings purchased for reserved rights-of-way will continue in their present use until needed, or if causing a deteriora
East Route, from the Northrop Way
tion in neighborhood values, will be
station in north Bellevue, along the
cleared and landscaped.
alignment of State Route 520, to Redmond.
15
CHAPTER 2
Design and Development
Rapid Transit Stations All elements of the rapid transit system
become sources of pride in each
with clean, spacious interiors. Every
will be designed to enhance the
community they serve.
effort will be made to bring natural light into rail subway stations.
appearance of their environment, thus becoming a visual asset to the
Provision has been made for land
Metro area.
scaping around station areas. Off-street
Highly visible and easy-to-read signs
space will be provided as necessary
will aid patrons in using the
Design objectives established for this
to facilitate auto, bus and pedestrian
system. Passengers will be able to move
study require that both the bus and rail
quickly and directly under cover
access.
between bus and rail vehicles at
stations be efficient, economical, durable and esthetically appealing so as to
Figure 6
all rail stations.
Stations will be heated and well lighted
Subway Station
Station Sites This planning phase covered in this report has shown the requirement for 34 rapid transit stations. The number and location of stations are approximate
NORTHEAST ROUTE
SOUTH ROUTE Station
In the vicinity of
Station
Spokane Georgetown Plant II Duwamish South Renton Renton Boeing Renton
5th Ave. S.-S. Spokane St. Corson Ave. S.-S. Warsaw St. 16th Ave. S. Developmental Center Rainier Ave. S.-S. 7th St. Burnett Ave. S.-S. 3rd St. Logan Ave. N.-N. 8th St.
Lenora St.-Westlake Ave. Westlake Broadway-Union-Madison Capitol Hill Central E. Union St.-23rd Ave. E. E. Madison St.-27th Ave. E. Arboretum University Hospital N.E. Pacific St. N.E. 45th St.-15th Ave. N.E. University N.E. 65th St.-Brooklyn Ave. N.E. Roosevelt Wedgewood N.E. 98th St.-Lake City Way N.E. 123rd St.-Lake City Way Lake City Sheridan N.E. 145 St.-30th Ave. N.E.
and are subject to further detailed public hearings as required by law.
NORTHWEST ROUTE Station
In the vicinity of
Bell Seattle Center Queen Anne Magnolia Ballard Crown Hill
Bell St.-3rd Ave. Seattle Center-County Stadium W. Republican St.-2nd Ave. W. W. Dravus St. -17th Ave. W. W. Market St.-20th Ave. N.W. N.W. 85th St.-15th Ave. N.W.
In the vicinity of
WEST SEATTLE ROUTE Station
In the vicinity of
West Seattle
Fauntleroy-Avalon Way
EAST ROUTE Station
In the vicinity of
Rainier Mercer Island Enatai Bellevue Northrup Way Eastgate
U.S. 10 (l-90)-23rd Ave. S. S.E. 24th St.-78th Ave. S.E. 112th Ave. S.E.-Hwy. 1-90 108th Ave. N.E.-N.E. 6th St. Northrup Way-130th Ave. N.E. 150th Ave. S.E.-Highway 1-90
16
DOWNTOWN SEATTLE ROUTE Station
In the vicinity of
Pine Pike Seneca Spring Cherry James Jackson
3rd Ave.-Pine-Pike Sts. 3rd Ave.-Seneca-Spring Sts. 3rd Ave.-Cherry-James Sts. S. Jackson St.-5th Ave. S.
Figure 7
Rail Station
The rail stations serve as points of
From the concourse, vertical circulation
entry into the rapid transit system and
will carry passengers either up or
large parking areas to allow ease of
as the nucleus for community
down to the platform level, depending
transfer from private car to public
upon the station prototype. Escalators
transit.
development and identity.
appropriate. Many stations will have
will be provided as appropriate. This requires that they provide
Site plans will be developed for each
generous interior space to insure that
Platforms of all stations will be 560
station, with careful consideration to
traffic will flow without congestion, and
feet long to accommodate eight-car
local community objectives and
that the station itself be well related
trains. When the platform level is
related land-use plans. This will include
to the immediate environment in order
above surface, it will be open
special landscaping plans for each
to stimulate orderly land use
to daylight. Sub-surface, a
station and all support facilities.
development.
sense of openness will be achieved through increased ceiling heights and
Major stations will have an open-plaza entrance, providing appropriate
elimination of visual barriers whenever possible.
transition into the station. Some will be supplemented by secondary entrance
Lighting levels within a station complex
points as required.
will vary with the functional use of different spaces. All lighting will be
The inside concourse contains all
designed to contribute to an inviting
ticketing and turnstile operations,
station environment as well as to
together with facilities such as
provide adequate illumination for the
concessions and information displays.
closed circuit television monitoring.
Where possible, major portions of the concourse level will be landscaped
A well-designed and integrated graphics
courts open to daylight.
system will contribute to the color and excitement of each station while aiding in the movement of large numbers of people with minimum confusion and delay. Stations will have convenient means for bus-rail transfer, with special lanes provided for buses and taxis, where
17
Bus Stations
The new bus stations and shelters will
The types of stations include:
COMMUNITY
be placed, according to their function,
PARK AND RIDE
This type will be at locations where a
to best serve the transit passenger. These facilities are designed to the
These will be mostly in outlying areas,
large number of passenger movements
where a commuter can park his car or
are indicated, and at the confluence of
same high standards of quality as
be driven to the station. Express buses
a number of bus lines. The buses
the rail stations. They are intended to
will be routed from these to one or two
would leave the street and enter a
complement planned or potential
major activity centers in the metropolitan
bus loop around the well-landscaped
community development at the
area, or ultimately to one of the
station.
neighborhood level.
stations on the regional rapid transit
NEIGHBORHOOD
system. These structures are a primary element of the initial bus system and should do
These stations will be on Aurora Ave.
much to aid the identity and
near 185th St., near Bothell, near
acceptance of the new Metro system.
Kirkland along Interstate 405, near Redmond, in the Renton Highlands,
The recommended facilities are variations of two basic prototypes—
near White Center, east of Juanita near 1-405, and near Yarrow Bay.
These will be at centers of activity such as community shopping centers, educational, recreational, entertainment or public service centers or where major community developments are underway.
stations and shelters. Glass-enclosed waiting areas are
TRANSITIONAL
furnished with comfortable benches
Six proposed rail station sites will
and equipped with public telephones
be used for bus patrons during the
BUS SHELTERS Shelters will provide protection from the
and newspaper vending stands.
transitional period until the rail fines
They will be lighted and heated.
are built and in operation. The proposed sites are Sheridan, Ballard, Renton, Enatai, Northrup Way and Mercer Island.
18
weather, and be well-lighted, equipped with benches and possibly public telephones. Approximately 800 of these will be distributed throughout the Metropolitan area.
Long Range Plan Figure 9 Based on regional growth projections, the system shown schematically in Figure 9 appears to be a logical ultimate development of the rail rapid transit network. The recommended system described in Chapter 1 has the capacity to accommo date the expected substantial growth of the area well after the design year of 1985. However, planning for extensions of the system will be a continuous process. These subsequent stages should be less costly because construction will be through comparatively less dense areas than are being penetrated in this first-stage plan. Approval of the long-range plan will permit planners and public officials to better organize future growth and development, using the major tools of zoning and coordinated funding.
Urban Design and Developmental Potential The key to such an integrated develop
A modern rapid transit system has a
areas. This would occur early, because
major effect on the development and
of the pressures for land use changes
ment lies in a coordinated effort among
form of the area to be served. This is
in anticipation of rapid transit operation.
local authorities, governmental agen
particularly true of transit stations, by virtue of their function as collection points and channels for the movement of a great many people. Transit can stimulate increased densities of business, residential, educational, and other development, affording oppor
Preparation of this plan provided the opportunity to fuily involve communities
A proposed new middle school to be
in public-transportation pianning. Maps
built between the existing primary and
were prepared for the 16 communities
upper schools would form a complex
in the Metro area described on page
known as the Southeast Education
27. Development potential was in
Center. By combining this center with
vestigated in each community.
other community-oriented facilities,
Bus Stations: Development Potential
community activities could be focused for the elderly in an area two blocks
tunities in other areas for open-space uses. Also it can offer people a broader choice of community activities, of pieces to live, of areas in which to work, and of places to enjoy recreation.
cies, private developers and the public.
such as a community center, even more in this area. There are plans for housing
Figure 10 shows an example of the co
south of the proposed community
Advance coordinated planning and
ordinated planning and impact studies
center. A branch library could be
control is needed to achieve maximum
prepared for the Rainier Beach bus
centrally located along with the bus
benefit from this development potential
station area in South Seattle, where
transit station, ensuring convenient
because many stations are located at
several other capital improvements are
community-wide access to the activities.
or near existing activity centers, and
planned. Plans for private development
in these cases, it is desirable to control
will encourage more intense and in
the impact of development. This will
tegrated neighborhood land uses. The
require continued and close involve
over-all result would be a strong or
ment with residents in the affected
ganizing focus for the local community.
Figure 10
Development Potential Adjacent to a Bus Station
Station as designated is in the recommended plan. Remainder of drawing indicates possible related development
20
Other elements in this coordinated planning development include multi family housing, expanded parks, path ways and urban trails, a small marina, and tree-lined boulevards.
Rail Stations: Long-Range Development Long-range potential development in
Renton, the Duwamish Valley, the
development would not be part of the
downtown business district, and the
transit system and therefore would be
University of Washington. Commercial
financed by other sources. Concentrated
centers such as the business districts
pedestrian traffic would make the station
of Bellevue and Seattle would be made
areas attractive places for small-
accessible to many more people.
business enterprises. Station con courses in downtown Seattle, Bellevue,
the vicinity of six basic types of rail rapid transit stations also was ex amined. Figure 11 indicates the impact
Cultural and recreational facilities
and other centers along the system, are
would also become much more ac
designed to attract development of
cessible. The economic vitality of
underground shops. Adjoining depart
center. This station is located in a
regional centers would thus be strengthened and the tendency toward
ment stores, office buildings, and other
center where land use is medium-
urban sprawl counteracted. Attractive
density commercial, with shopping and
greenbelts could be preserved, while
office facilities predominating. Circula
strip development along arterials would
Specific consideration was given to the
tion includes feeder buses serving the
be discouraged.
impact of the proposed rapid transit
of a rail station on a commercial
major establishments could have direct connections at the concourse levels.
surrounding area, pedestrian access for persons living in the immediate vicinity,
system on the needs of low-income and Construction of the Toronto and Mon
other disadvantaged groups living in
treal subways produced striking in
the Central Area. Rapid transit facilities
creases in commercial and residential
there would bring significant economic
development. In Washington, D.C.,
and social opportunities to people
The recommended plan would tie
and in the San Francisco Bay Area,
greatly in need of increased participa
major residential centers more closely
development has occurred in anticipa
tion in the life of the community, as
to such key employment centers as
tion of rapid transit operation. Such
well as access to employment areas.
and parking and bus-to-rail transfer facilities.
Figure 11
Development Potential Adjacent to a Rail Station Station as designated is in the recommended plan. Remainder of drawing indicates possible related development.
CIRCULATION freeway arterial street parking access pedestrian access rapid transit route rapid transit station
LAND USE r
I
1—
m
1. station 2. station oriented retail
iiiiii ■i
3. commercial / retail 4. office/commercial
21
Equipment and Facilities Buses To provide for the greatly increased public transportation service recom mended within the metropolitan area, it will be necessary to buy a large number of new buses. During the course of the transit study, alternative and innovative pro pulsion systems for buses were in vestigated with a view to obtaining vehicles with reduced air- and noisepollution characteristics. Those under prototype development showing the greatest promise at present include the gas turbine/torque converter power train system; and the gas turbine/gen erator/electric motor power train system. Problems of reliability and high operating costs preclude the con sideration of other experimental motive power systems, on a bus-fleet basis, at this time. High performance specifications will be established for new bus equipment covering appearance, comfort, capacity, configuration, quality and vehicle per formance. Manufacturers will be asked to provide buses which have the most
The picture at top shows the kind ol seating that is proposed in the new Generai Motors Rapid Transit Experiment bus. Actuai interior design ol the new Metro buses wiii depend on specifications set during finai design of the system. Below is the interior ol the new Rapid Transit car, which features carpeting, air-conditioning and tinted-glass windows. Similar features would be incorporated into the new Metro system cars.
technologically advanced propulsion systems to meet the most severe air-pollution and noise standards in the country. A total of 500 new buses will be purchased on the basis of competitive proposals between 1972 and 1985. To attract the development of improved buses, an allowance has been made in the estimates of up to 40% above the cost of presently available bus equipment.
24
<
#
Rail Cars It is desirable to maintain fiexibility in choice of raii-car equipment untii final design plans have been completed so that the latest technological advances can be incorporated. At present, a mod ern rapid transit system using dual steel rails is the most advanced, all weather system available in terms of the combination of reliability, quiet ness, speed, and cost. Rubber-tired vehicles are also a possibility. However, a great amount of research in rapid transit technology is underway. Should a technological breakthrough occur soon, consideration would be given to incorporating the innovation into the
^
design plans. Should it occur after the
This new “BART" car will be running on the Bay Area rapid transit system next year.
system has been in operation for a number of years, the rights-of-way, tun nels and structures could be utilized in such a new system, since the size and configuration of vehicles is largely
glass windows for maximum visibility
determined by the dimensions of the
with minimum glare, acoustic insulation
,
human being. Under such circumstances,
designed to permit conversation at
*1
consideration need only be given to the replacement of the vehicles and per
#
normal levels, and extensive use of stainless steel, aluminium and plastics
haps the track, which represent a
for durability and ease of cleaning.
relatively small percentage of the
Three doors per side, wide aisles,
total cost.
and matching floor and platform levels will permit ease of movement into
This plan provides for the purchase of 330 modern, high performance, electri
and out of the car. The rapid transit cars presently envisaged will be
cally powered, light-weight rail cars
propelled by electric motors drawing
providing a comfortable, quiet, safe
current from a third rail and will
ride at speeds up to 75 m.p.h.
be approximately 70 feet long and 10
Each car will seat approximately 74
feet wide, semi-permanently coupled in
persons in comfortable sculptured seats
pairs to make up trains of two, four,
in a spacious, well lighted, air condi
six or eight cars, depending on the
tioned interior featuring large tinted
passenger load.
25
Travel Times Savings
Table 1 TRANSIT TRAVEL TIMES
With the full rapid transit system in operation under the Recommended
MINUTES, STATION TO STATION
Plan, travel time via public transportation \will be greatly reduced. The following table shows travel times in minutes during the peak periods X
between representative rapid transit
c §
stations:
o O
a; O
cz
15
Q
o
CO
15
c 5
15
o
0) 5
*D
0)
5
Q
(D
£ (0 E ca
c o c 0 GC
c CO ;u
X 0
0
CO
(0 _l
ca
CO
2
8
11
24* 22
6
9
21* 20
26
27
4
4
16* 14
20
21
-
12* 11
17
18
17
a
w
o
CO
0
> *c Z)
c 0 O
Station Crown Hill Ballard
2
Seattle Cei
8
6
Downfn Se
11
9
28 25*
21* 22
*o Q. CO
o
16
15
25
15* 14
20
14
8
11
5
(0
Q.
0
0 O
> 0
0 2
0
£
X-
CO
o
z
0 15 D) CO CO
LU
21
27
29
27
13
19
24
27
25
7
13
19
21
19
4
8
14
16
14
West Seattle
24* 21* 16* 12*
Duwamish
22
20
14* 11
- 14* 20* 32* 30* 25* 19* 18* 17* 23* 25* 23 14* 6 31 29 23 18 17 16 22 24 22
Renton
28
26
20
17
20*
6
-
37
35
29
24
22
22
24* 29* 22
Sheridan
25* 27
21
18
32* 31
37
-
2
7
13
14
26
32
27* 32
Lake City
21* 25
20
17
30* 29
35
2
11
13
25
31
25* 31
University
22
15* 14
11
25* 23
29
7
6
6
7
19
21* 14* 25
Central
16
14
8
5
19* 18
24
13
11
5
5
13
19
21
19
15
13
7
4
18* 17
22
14
13
7
1
1
Capitol Hill
18
20
18
Mercer Island
19 24
13 19
8 14
17* 16 23* 22
22 26 24* 32
25 31
19 13 21* 19
-
6
Bellevue
21 27
12 18
12
6 9
Northrup Way
29
27
21
16
25* 24
29* 27* 25* 14* 21
20
8
2
8 2 -
12
Eastgate
27
25
19
14
23* 22
22* 32
18
6
9
12
-
31
25
19
6
"Bus time shown where appropriate.
Transit Facilities The rapid transit system will include
activity. Communications will be main
a signal system incorporating
tained between the control center and
automatic train control to insure safe
the operator of each train, as well as
operation. Automatic train control will
between each of these and the
control the starting, acceleration, speed,
passengers in the car.
and braking of the train with high precision and efficiency.
The automatic fare collection system will have fare card vending equipment,
A monitoring system will be built into
money changers, and both automatic
the signal system to ensure that each
and attended entry gates. Commuters
train is in the right location and
will be able to purchase fare cards
operating exactly as programmed, with
containing magnetically encoded values
provision to adjust the speed or braking
of fares or rides. Each gate will have
to handle any variations or emergen
the capability to read and revise the
cies. Each train will be attended by an
cards automatically and quickly, as well
operator who can override the auto
as accept single-ride tickets, tokens, or
matic control when necessary. The
coins. Systems under study may in the
automatic operation will leave the
future relate the cards to the bus-fare
operator free to supervise passenger
collection equipment.
26
Fare collection equipment.
which covered principally the pro
Figure 13
jected regional work and shopping trips. This information was then translated by the engineering consultant into an initial bus system which included numerous bus stations. Additional meetings were held with the citizens after which the routing and station requirements were further refined. In several instances bus routes were found to be desirable, but based upon the information available, did not appear warranted or financially feasible. Therefore the concept,of an annual experimental-route subsidy fund was established. This will allow short-term tests of suggested routeq in each community. If successful, these routes will be added to the regular Metro se rvice. Objectives and criteria used in de velopment of the initial system were: ■ Bus routes should radiate from local community centers to serve adjacent residential areas. ■ Routes and stations should create focal points in each community where patrons can find frequent, comprehensive transit service. ■ The system should provide added east-west routes, providing connec tions to schools, recreation areas and shopping facilities.
Initial Bus System
were made to the alignments and station sites as a result of these sessions.
During 1969 a series of rapid transit
Fiepeated citizen requests for im
planning meetings was held in the 16
proved intra-community transportation
communities of the Metro area shown
at an early date led to development
in Figure 13. A minimum of three, and
of the initial bus system. In a separate
in many cases more, meetings were
study of local bus systems, the urban
held in each community.
design consultant worked with citizen
The sessions were conducted by
agencies in preparing community maps
representatives and local planning representatives of Metro, Forward Thrust, and the consultant design team. The team gave a report on the com
which reflect individual community plans, land use, activity centers, and future projects.
parative analysis of alternate transit systems described in Chapter 3.
Citizens were asked to provide specific
Tentative rail routes and station
current information on local trip needs
locations were discussed. Modifications
within each community to supplement consultant’s extensive base data.
27
Ballard planning meeting.
■ Faster, more direct express-bus service should be provided to ail major activity centers. ■ High quaiity vehicies and frequent service should be provided to encourage maximum patronage. in response to these objectives, Metro wiil provide improvements in cross town, express, park-and-ride and in dustrial-area service. In the suburbs the service leveis wouid be increased as
Shoreline Community Coiiege campus.
much as 300 per cent in terms of route additions and frequency of trips.
Shoreline
The over-all Plan will increase the
Shoreline is distinguished by its hiily
bus iines wili operate to downtown
number of bus route-miles to approxi
topography and highiy suburban resi
Seattle. A crosstown line iinking aii
mately 780 and the bus mileage on an
dential character.
north-south routes wili cross Shoreline
average weekday to about 64,000. Com
'
from the Community Coiiege area in
parable figures under the present two-
There is immediate need for improve
part system are 590 and 47,000,
ments in east-west access routes, and
respectively.
also for increased pubiic transit
the west to the Lake Forest Park area in the east, serving Shorecrest High School (86). A second crosstown serv
faciiities to organize future growth in There will be a continuing need to
this iow-density area. Nine bus lines
expand and improve the system as
will serve the Shoreline area. Seven
growth occurs where housing densities
ice wili iink the Shoreline park-and-ride iots via Aurora Village Shoreline High ?
Schooi and Paramount Park shopping area (87).
increase and to modify routings in response to popuiation shifts due to
Aii day express service between the
deveiopment of new or enlarged
Shoreline park-and-ride lots and down
employment or educational facilities.
town Seattle will operate via interstate 5, with a stop at Northgate and at the
Foiiowing are descriptions of routes
University district bus transfer station
by community. Please refer to the map in
near interstate 5 (64, 65). These park-
the back pocket of this report to heip
and-ride stations wiil be built in Rich
foliow the discussion:
mond Highlands and at N.E 145th near Bothell Way, site of the future rail terminal. Peak-hour express service will be provided on other lines (43P, 45P, 51P, 56P, 86P, 87P). Service wiii be offered from Shoreline to points east of Lake Washington through connec tions with the Botheil line (65). Express bus connections to Renton and the Duwamish industrial area will be made at the University district bus transfer station (95P).
28
Kenmore shopping area along Bothell Way.
Kirkland-Juanita Kirkland is an established suburban community of single-family homes. The major activity centers of Kirkland residents are the downtown area, the waterfront, and the downtown
Bothell-Kenmore
Express bus service will be operated throughout the day from the Bothell
Bothell, a community at the north end
area to Seattle via the park-and-ride
of Lake Washington, is undergoing a
station at N.E. 124th in the Juanita-
change from a rural, agriculturally
Kirkland area. Interstate 405, and
based economy to that of a
the Mercer Island Bridge (60), with stops
suburban residential zone. Improved
at Kirkland, Northrop and Coal Creek
access to major employment areas is
stations.
a major concern of citizens and leaders in this area.
Bellevue area. Five bus lines will serve the Kirkland area. The important north-south route will be the Bothell-Bellevue-Mercer Island Bridge line (60), providing all-day express service to Seattle via the Juanita and Kirkland park-and-ride stations and interstate 405.
Connection will be made with a number of bus lines serving the Kirkland,
The Kenmore-Juanita-Kirkland-Bellevue-
Transit services will be improved by
Redmond, Bellevue and Renton areas
Seattle line (61) will serve the Kirkland
provision of local service as well
(61, 62, 66, 70, 73, 74, 76, 77, 79).
lakefront area and will make direct
as a park-and-ride lot in Bothell and additional service to the downtown area of Seattle. A new bus line (65) will serve residential areas of Bothell as well as providing express service to Seattle via Interstate 5 with stops at Northgate
connections with all other bus routes Other connecting express buses will
in the area.
operate to the University of Washington (66), and at peak periods, to Renton (97P) and the Duwamish Industrial Area (91P).
A park-and-ride station near Yarrow Bay will offer direct access to the all-day express service connecting Redmond,
1
the University of Washington and
and at the University district.
Peak period express service to Seattle
This express service will connect with
will also be offered by routes serving
downtown Seattle (66).
buses for Shoreline Community College
Moorlands, Juanita, and
During peak periods, Kirkland lines
(86) and peak period buses for the
Denny Park (61P).
(60, 61, 62) will connect at either the
Duwamish industrial area and
Northrup or Bellevue bus stations with
Renton (95P).
express service to Renton (97P) and to the Duwamish industrial area (91P). In peak periods, the Kingsgate local line will provide express service to the University of Washington and downtown Seattle (79P). Connections will be made at Northrop with a Bellevue route (74) serving the Bellevue Community College, Crossroads shopping center and the proposed Evergreen East shopping center.
Site of future Kirkland bus station at Third St. and Commercial Ave.
29
Bellevue Square Shopping Center.
41 Redmond Redmond is at the north end of Lake Sammamish and is the gateway to the rapidly growing areas east of the lake. A large population increase is expected in the Redmond area in the next 15 years. A major all-day express bus route, which will provide local service north of downtown Redmond, will be operated from the park-and-ride station via the Evergreen Point Bridge to the University of Washington and to downtown Seattle (66). Transfers may be made
Bellevue-Newport Hills
at Northrop station to lines for downtown
Bellevue is the major community east of
Bellevue, Crossroads, east Lake Hills,
Bellevue (74, 76) and in the peak
Lake Washington, and is now the
and Spiritwood (78).
periods, to express buses for Renton
fourth largest city in Washington State.
(97P) and the Duwamish industrial
Continued growth of Bellevue will gradu
area (91P).
ally change the suburban character
A route originating in the downtown Redmond area (62) will serve the
of the city to that of a major metropolitan activity center.
residential areas in the western part of
In addition to the downtown area, major
Redmond, and will offer connections at
activity centers are located at the
Kirkland with lines to Juanita and
Crossroads area, Eastgate and
Kenmore (61), Bothell (60), the Kingsgate
Bellevue Community College.
area and the proposed Evergreen Hospital (79 via 60 or 61).
At present, the Bellevue area is very
A line will begin at Yarrow Point and operate to Renton via downtown Bellevue, Woodridge Hill, Newport High School, Coal Creek station, and Newport Hills (70). Two through routes originating in Kenmore and Redmond, will offer all-day service from downtown Bellevue to Seattle via Bellevue High School and Enatai station (61, 62).
poorly served by transit, and major improvements in service will be provided. Nine local bus routes will provide an integrated transit service for the first time in the entire Bellevue area. A bus station in downtown Bellevue will provide convenient transfers among the six lines
A line will serve Redmond, Evergreen East shopping center. Crossroads, Northrop station, downtown Bellevue, and also Bellevue Community College and Eastgate station via the proposed Lake Hills connector road (74).
which will operate through the downtown
Bellevue Community College and
area. Park-and-ride stations will be
Sammamish High School will be served
located at the Northrop, Eastgate and
by a line operating between Eastgate
Enatai future rail station sites, and in
and Northrop stations via Lake Hills
the Yarrow Bay area.
and Highlands Park (77).
A line originating at Hunts Point will
From Sherwood Forest, a line will
operate to Tam-O-Shanter via Medina,
operate to Seattle throughout the day via
downtown Bellevue, Overlake Memorial
Interlake High School, Lochmoor,
Hospital, Northrop station. Highlands
Crossroads, Lake Hills, and Eastgate
and Crossroads (76).
station (63).
Another line will connect Hunts Point and
Connection will be made at
Eastgate station via Clyde Hill, downtown
Eastgate station with the line which
Redmond Way in Redmond.
30
Mercer Island Shopping Center on U.S. Highway 10.
serves Eastgate, Somerset and Newport Hills, including Newport High School, Coal Creek station, and Newport Hills shopping center (73). Peak period express buses to downtown Seattle will operate from Yarrow Point via downtown Bellevue (70P), from Eastgate-Somerset, and Newport Hills via Coal Creek station (73P), from Tam-O-Shanter and Crossroads via
Mercer Island
Northrup station (76P), and from High
Mercer Island is a suburban residential
hours, service to Seattle will be provided
land Park-Lake Hills (77P) and
community surrounded entirely by
around the south end of the island and
Crossroads-Spiritwood (78P) via
Lake Washington.
along West Mercer Way (67P).
Eastgate station. Access to mainland areas is by the
Local service will be provided on the
Connections with peak period express
Mercer Island Bridge to Seattle and the
north end of the island by a line serving
buses to Renton and to the Duwamish
East Channel Bridge to Bellevue.
Shorewood, Mercerwood, Mercer Island
industrial area will be made at Northrup
Aside from an apartment house
High School, the shopping center, the
station or downtown Bellevue (97P, 91P),
zone near the highway and a commercial
or at Eastgate station (96P, 90P)
district, the island is almost exclusively
Mercer Island park-and-ride station and East Seattle (75).
low-density residential in character. All day service to the University of
Bellevue-Seattle buses will serve the
Washington and downtown Seattle via
Two bus lines will be developed to serve
the Evergreen Point Bridge will be
Mercer Island. The Island Crest bus
available at Northrup and Yarrow Bay
line, serving the south end of the island,
During peak periods, express service
stations and at Hunts Point and
will offer all-day express operation to
to the Duwamish industrial area
Yarrow Point (66).
downtown Seattle (67). During peak
will serve this station (90P).
Renton is a suburban industrial
Seattle, White Center, and the
South Renton park-and-ride station
community at the south end of Lake
Fauntleroy Ferry Terminal near
will serve lines radiating to Seattle via
Washington. Renton is a major
Lincoln Park.
Rainier Ave. and to Southcenter (21), to
experience consistent growth as the
A park-and-ride lot at Renton Highlands
the Cascade Vista area (72) and to
valley area to the south develops.
will be served by the Highlands-Bryn
Valley General Hospital (71).
Mercer Island park-and-ride station (61).
Renton-Bryn Mawr
transportation crossroads and will
the Boeing plant and Bellevue (68), to
Mawr line operating to the Boeing Improved east-west transportation and better access to important employment centers are of concern to Renton residents.
plant (22A). This and the President Park-Skyway line (22) will serve the Pacific Car and Foundry plant and operate through to downtown
The Renton-Bryn Mawr area will be
Seattle via Rainier Valley, Seattle
served by six local bus lines. Three
University, and the First Hill hospital
will operate through to Seattle via the
complexes.
Peak period express bus operation is provided from South Renton station and the Boeing plant to Eastgate station (96P), Bellevue and Northrup stations (97P), the Duwamish industrial area and the bus station in the University district (95P). Seattle Tacoma Inter national Airport will be reached via
Rainier Beach transfer station, from which connecting buses will be available
Kennydale is served by the Bellevue-
transfer to the bus operating on Pacific
to the Duwamish industrial area, West
Newport Hills-Renton line (68).
Highway to the airport (25).
31
Rainier Beach High School.
West Seattle West Seattle is a large residential district in the southwestern part of Seattle. Access to this area is severely restricted by the scarcity of bridges across the Duwamish River. Major employment centers for West Seattle residents are Harbor Island, Duwamish industrial area, and downtown Seattle. East-west transit service to and from
South Seattle
At peak periods, express service will operate from Rainier Beach station to
major concern. Residents of this
The South Seattle area is a mixture
downtown Seattle and the Renton
district also have expressed interest
the West Seattle area has been a
of many ethnic and raciai communities
Boeing plant via Rainier Ave. (21P).
in better transit services connecting
bordered on the west by the Duwamish
Express buses will also operate to the
the major activity centers
Vailey and on the east by Lake
East Marginal Way industrial area
within the district.
Washington.
from this station (92).
Service in the southerly portion of this
The Columbia City transfer station will
inauguration of new express bus
area will be focused on the Rainier
be located near Rainier Ave. and
service. All-day express service to
Beach bus transfer station to be built
Alaska St. This station will be the
downtown Seattle will be operated on
at Rainer Ave. S. and S. Henderson
southerly terminal of the Mt. Baker
the Fauntleroy line (32) and the
Major improvements will be made by
St. Present north-south transit
bus line (20). A crosstown extension
California Ave. S. W. line (38) which
iines will be routed through this station.
of the Seward Park line (85) will
will serve a transfer station to be
Alternate Rainier Ave. buses will
operate via this station to the Rainier
located in the West Seattle Junction
operate to Renton and Southcenter (21).
Vista housing project. Veterans
area.
Others will serve the Prentice St.
Hospital, and Jefferson Park, across the
loop (21A). The Empire Way line wiii
Duwamish industrial area, and to the
All-day express service also will be
be extended to serve Skyway, Lakeridge
Seattle South Community College
operated on the 35th Ave. S.W. line
and Renton residential and industrial
and White Center.
areas (22, and 22A). The Beacon Ave. line will be extended to the Rainier Beach station (24). Alternate trips will serve the Holly Park area (24A). The Seward Park line (85) will operate from Rainier Beach station to a station at Columbia City. A crosstown route (32) will extend from the Rainier Beach station across the Duwamish industrial area to West Seattle. This new line will serve the Boeing Developmental Center, Thompson Site, Plant 2, and Scientific Research Laboratory, as well
(35). All three express routes will operate through the West Seattle park-
The Empire Way bus line (22) will be
and-ride station at 35th Ave. S.W. and
extended into First Hill, serving Seattle
Avalon Way. This station will be the
University, and the expanding hospital
western terminal of the future West
complexes before entering the downtown
Seattle busway which will
Seattle area.
offer a high-speed bus connection to the rail rapid transit system.
Beacon Hill service (24) will operate to downtown Seattle via Jefferson
Except for certain peak period trips
Park, Beacon Hill shopping area, and
which will enter the West Seattle
Marine Hospital. During peak periods,
Freeway at 35th Ave. S.W. (32P, 35P,
express trips will operate via
38P), this express service will operate
Columbian Way and Interstate 5 (24P). An extension of the 23rd Ave. line
via a transfer station near Delridge Way and S.W. Spokane Street.
as White Center, Fauntleroy Ferry
via McClellan St. (80) will link the
The Gatewood line (34) will also
Terminal, Lincoln Park, and the West
Rainier Valley with the Georgetown
operate to the Delridge/Spokane
Seattle Junction shopping district.
industrial area.
station.
32
and the central area, connecting all
At this station, connections wiii be
to Arbor Heights, and two small
made with buses operating on Admiral
terminal loops will be operated in the
bus routes in these areas and serving
Way (31), Harbor Island and West
Arbor Heights area. Connecting White
the proposed World Trade Center, the
Marginal Way (84), Delridge Way (30),
Center service will be by lines 32
downtown waterfront, Seattle Center,
the new Rainier Valley-White Center
and 36.
Seattle Central Community College,
crosstown line serving Seattle South Community College (85), and the Alki line (37). The Alki service will be rerouted to serve Lockheed shipyard and Port of Seattle facilities.
The Fauntleroy line (32) will be extended from the Fauntleroy Ferry Terminal area to Rainier Beach via a White
Although the Capitol Hill area is now
Center park-and-ride lot, South Park
well servied by transit, some additions
and E. Marginal Way.
in peak periods (30P, 31P, 35P). Express service to East Marginal Way
transit network.
Capitol HillModel Neighborhood
industrial plants will originate at the West Seattle Junction (92P), stopping
The Capitol Hill and Model
at Avalon and Delridge Stations, and will
Neighborhood areas are located in the
offer connections to Renton lines at
heart of the metropolitan Seattle region,
Boeing Plant 2 (95P) and at Rainier
and comprise the “throat” of Seattle’s
Beach station (21, 22).
will be made to increase the attractiveness of the existing
Additional express service will be operated on major West Seattle routes
Group Health Hospital, and Garfield High School.
The Summit route (14) will be extended to Broadway and Roy St. to connect with the Broadway line (19). The 15th Ave. E. line (10) will be extended to Roanoke St. and Eastlake Ave., serving Seattle Prep High School.
hourglass shape. The Capitol Hill
The 23rd Ave. crosstown service (80)
area is one of Seattle’s oldest
will be extended through the University
The California-Hanford and Genesee
residential neighborhoods, and is
shuttles will be combined into a two-
now developing into a major
crosstown line, offering one-transfer
way loop line (82) which will join
apartment-house area.
connections to all north Seattle
residential areas with commercial centers at the Junction and at Admiral Way. Connections with local and express services will be made at these points and at the West Seattle park-and-ride station. A new line (83) from the Junction will serve
The Model Neighborhood zone is also an older residential area, and now
activity centers, including Northgate and Seattle North Community College.
houses a predominantly black, low-income population. The Model Neighborhood remains a low-density area.
High Point housing project. West
The many activity centers in these
Seattle General Hospital, and Sealth
areas will be linked much
High School, and will offer connections
more directly by the development of
to the Community College and the
a bus line along Alaskan Way and
industrial area.
District and connected with the N. 85th
Denny Way (16). This route will be an extension of the present Yesler Way
The Gatewood line (34/33) will be
line north and then east from its
extended eastward along Thistle Street,
present terminus at the Pier 52 Ferry
proceeding to downtown Seattle via
Terminal. In the east Capitol Hill area,
Highland Park Way and 1st Ave. S.
the route turns to the south along
bridge. This route thus forms a large
Empire Way and 23rd Ave., terminating
loop through West Seattle, and serves
at the Model Neighborhood facility
Sealth and Denny High Schools.
to be developed at Jackson Street.
The Delridge line (30) will operate on
The line thus crosses over itself at
Delridge Way for its entire length.
23rd and Yesler, and forms a belt line
All 35th Ave. S.W. buses (35) will operate
around the entire downtown district
33
Jackson St. and 23rd Ave. in the Central Area.
This line will also be extended south into the Georgetown industrial area. The Broadway service (19) will be extended south on Broadway from Pine St. and will enter the downtown area via Madison St., giving better access to Seattle University and the many medical facilities on First Hill, and connecting with all central area lines and the Empire Way S. line to Renton (22).
The Magnolia district is virtually an island, separated from the city by the filled lands of Interbay. Access is restricted to three bridges across the filled zone. A new bus line (3) will operate over Queen Anne Hill via Seattle Pacific College, and then via W. Dravus Street bridge to Fort Lawton. This line will provide service to the rapidly developing apartment zone on W.
Greenwood shopping district, north of N.W. 85th St.
The present 26th Ave. S. line will be
Manor Place. It will operate on
rerouted via E. Cherry St. east of
Queen Anne Avenue and Mercer/Roy
Broadway and the 26th Ave. S. loop will
Streets and will replace the present
be replaced by an extension of the line
The Ballard-Greenwood community in
North Queen Anne service.
the northwest section of Seattle is a
to Sicks’ Stadium via S. Jackson St. and Empire Way (17).
Ballard Greenwood
large established area which is The West Queen Anne line (2) will be
presently well served by Seattle Transit.
extended to Interbay Athletic Field,
Queen Anne-Magnolia
connecting with the Kinnear line (1) at
This area includes the smaller districts
its terminal and with Ballard service
of Sunset Hill, Loyal Heights, North
Queen Anne Hili, one of the major
at 15th Ave. W. and W. Dravus St.
Beach, Blue Ridge, Broadview, Crown
topographic features of Seattle, is an
The existing Carleton Park and Fort
Hill, Phinney and Fremont.
established residential area. Apartment
Lawton lines will be joined at their
house developments are becoming
Fort Lawton terminals, (5/7), forming
increasingiy prominent at the base of
a loop through the Magnolia area, and
the hill. The steepness of the streets
improving transit access to the Village
has been a major factor in the growth
shopping area from the north Magnolia-
and function of the Queen Anne area.
Government Way area.
Existing service, which Include peak hour express trips on several lines (41, 42, 44, 45) will be augmented by significant route extensions, expanded crosstown services, new express services, and a park-and-ride facility. The 8th Ave. N.W. Line (44) will be extended out 3rd Ave. N.W. serving Carkeek Park and Broadview. The Greenwood Ave. line (45) will be extended north to Shoreline Community College and Richmond Beach Road. All-day freeway express service to downtown Seattle will be provided, entering Interstate 5 via N. 85th St. In peak periods, express trips will operate via N. 130th St. (45P), while lower Broadview will be served by N. 85th St. express service. During off-peak periods, the lower Broadview area will be served by a line (54) operating crosstown on N. 130th St., then south to downtown
Queen Anne Hill apartment development.
34
via Roosevelt Way, 5th Ave. N.E. and Interstate 5, serving Northgate and the University district. The 15th Ave. N.W. route (42) will be extended via Holman Road and N. 105th St. to the Seattle North Community College and Northgate shopping area. Present crosstown service on N.W. 85th St. (80) will be extended to the University district and combined
Wallingford business district, along N.E. 45th St.
with the 23rd Ave. crosstown service, which will itself be extended into the Duwamish industrial area via Beacon Hill. The Ballard-Laureihurst line (81) will be extended from the Ballard business district west to Shilshole Marina.
district, and also express buses to
northeast Seattle (52, 53, 54, 58). In peak
more distant activity centers.
periods, express service to the Duwamish industrial area and Renton
The existing Montlake-First Hill bus
will originate at this station.
service (15) will be extended through the Wallingford district to N. 45th St. and
The Broadway line (19) will be extended
Stone Way, offering connections
to N.E. 45th St. and Latona Ave.,
with Latona (57), Meridian (56) and
augmenting service between the
A park-and-ride bus station to be
Stone Way (43) buses, and
University district bus transfer station
located near Market St. and 20th Ave.
service to and from the University
and the central campus area.
N.W. will be served by peak hour buses
Hospital and other facilities in the
to downtown Seattle (41). This station
lower campus area. Connections will
will be developed on the site of the
be made near the hospital with express
future Ballard rail rapid transit station.
bus service to Bellevue and east side points via the Evergreen Point Bridge (66).
Wallingford-Green Lake Both the Wallingford and Green Lake districts are established residential neighborhoods experiencing an increase in apartment construction, and both are coming increasingly under the influence of the University of Washington as enrollments and employment at the University continues to increase. This area has relatively good transit
Improved express service from Green Lake to downtown Seattle will be offered on the Meridian Ave.-Woodlawn Ave. line (56P). Express operation will begin at N. Ravenna Blvd. and will use the Interstate 5 reversible lanes from N.E. 41st St. to Cherry St., reducing travel time to employment centers In the lower downtown area. Buses will then proceed north through downtown via 3rd Ave. This operation will be reversed in the evening peak period.
service at the present time, but residents have expressed interest in additional east-west service as well as more convenient service to the First Hill educational and medical complexes.
An express bus transfer station to be located at N.E. 45th St. and Interstate 5 will be reached from the west by three local lines (15, 19, 81). All-day express service to downtown and to Richmond
Improvements will be in the form
Beach (64) and Bothell (65) will stop
of additional service to the University
here, as well as various lines serving
35
View Ridge-Laureihurst The View Ridge-Laureihurst district iies to the north of the University district and east of interstate 5. Access to downtown Seattie and the south end is iimited to the bridges spanning the ship canai. Present transit routes in this area are weii oriented to serve the University district and downtown Seattle. Service from the Mapleleaf, Wedgewood, View Ridge and Ravenna districts to downtown Seattle will be considerably improved by all day express service via Interstate 5 on several lines (51, 52, 53, 54, 58). The 15th Ave. N.E. line (51) will offer express service from N.E. 75th St. The other lines will operate via the University district bus transfer station except during peak periods when the Lake City (52P) and View Ridge (53P) lines will enter the freeway via more direct routes. Lake City Library-Community Center compiex. The Laureihurst line (81) will serve the University district bus transfer station from which frequent service to
Lake City
the lower campus areas will be provided
The Lake City community is north of the
site of the future Sheridan rail terminal.
by the extended Broadway line (19),
View Ridge area and south of Shoreline.
The Bothell line (65) will provide direct
and the Montlake-First Hill (15) and
Lake City was at one time an inde
all day express service to downtown
23rd Ave. (80) lines.
pendent community before annexation to
Seattle from this station via Interstate 5.
Seattle and still retains a degree of
A new Shoreline route (87) serving
In peak periods, express service to the Duwamish industrial area and Renton will originate at this station. The 35th Ave. N.E.-Lakeview line (55) will connect at Montlake with a new Evergreen Point Bridge service to Bellevue and Redmond (66). The Ravenna-Sand Point line (58/59) will be routed through Lake City to Northgate.
its independent character. Lake City is
Aurora Village will operate as a shuttle
characterized by its low density
through a portion of Lake City to
development, and large amounts of
Sheridan station. This station will be
commuter traffic generated for the
served by five lines (52, 55, 65, 86, 87),
Seattle area.
one of which operates crosstown to Shoreline Community College (86).
Lake City area residents have expressed a desire for improved east-west transit
The Sand Point Way line operating
services in addition to more intra
express between downtown and the
community transit routes.
University District, will be extended west via N.E. 125th St. to serve the proposed
A park-and-ride station will be located
park-and-ride lot north of Northgate,
near N.E. 125th and 30th Ave. N.E. at the
and will proceed from there to downtown
36
Seattle via Interstate 5, forming a large loop around the Ravenna-WedgewoodLake City area (58/59). The Roosevelt line (54) will be rerouted from Northgate via Roosevelt Way and N. 130th St. west to Broadview, completing crosstown service in the Lake City and Haller Lake areas. An extension of the 15th Ave. N.W. line (42) via Holman Road to Northgate will serve the Seattle North Community College. All day express service to downtown will be provided on the Roosevelt (54), 15th Ave. N.E. (51) and Lake City (52)
Redmond-Bellevue-Seattle express bus
lines, while the Aurora (43P), Meridian
service, which will operate via the
(56P) and 35th Ave. N.E. (55) lines
Evergreen Point Bridge with stops in
will offer peak period express trips.
the Montlake and University
School Bus Service Under the recommended plan, there will be many instances where a Metro route
Hospital areas (66).
will coincide with a required school bus
University-Montlake The University district is growing rapidly. Population density is increasing because of the water barriers which embrace the area. The Montlake
The present Montlake bus (15) will be
route. By utilizing Metro service during
extended west on 45th St. to Stone
off-peak periods when the Metro buses
Way and the existing 85th Street
are not loaded or during peak periods
and 23rd Avenue crosstown services
when the buses are returning from a
will be linked (80) offering better
peak direction load, a school district
through connections to all parts of
could realize significant savings
northern Seattle and the central area.
in its busing cost. For example, examination of the
community, separated from the University by the Lake Washington
The Broadway line (19) will be
ship canal, is composed mainly of
extended to the University district and
Bellevue School Bus Program revealed
single-family housing, much of which
to the bus transfer station, providing
approximately 20 per cent of the school
is occupied by University personnel.
additional connecting service to
routes will be covered by the planned
Access to the University area will be
the campus.
Metro bus routes during the present
substantially improved by express bus
school hours. This percentage could be
service to the bus transfer station
increased if some adjustment could be
at N.E. 45th St. and Interstate 5. Frequent
made to the school hours.
all-day service to downtown, as well Other areas of potential mutual savings
as lines to Richmond Beach (64)
include common maintenance and
and Bothell (65) will stop here.
storage facilities. Metro bus equipment A peak hour express service to the
and/or drivers could be made available
Duwamish industrial area and Renton
for school use during special school
will originate at the facility (95P).
events or emergency conditions, during off-peak commuter hours, thereby re
Connections with the east side of Lake Washington will be made by a
ducing the schools’ need for spare University of Washington south-campus entrance.
37
buses.
r
Typical requirements of a suburban school bus operation include the need for a large number of vehicles, special signal lights, yellow color, and extra
Construction Program
seats for fully seated loads. The buses are scheduled to arrive and depart at school starting and quitting times.
The first construction projects will be
Special activity buses for after-school
park-and-ride stations, the community
hours and evening service, as well as
and neighborhood bus stations, and
special vehicles for handicapped
bus shelters.
Construction and equipping of the rail
students, are also required. Numerous field trips are scheduled during the week, on weekends, and for athletic events. At present, the home-to-school trips receive a subsidy from the State.
Because of the necessity to hold public
rapid transit facilities, busways, and bus
hearings on the rapid transit route
station facilities will have a major
alignments, and because of the need
impact on the economy of the Metro
to coordinate construction with other
area.
major public undertakings in the area, If economically beneficial, Metro
Construction Employment Impact
no specific timetable for constructing
could furnish a complete busing service
individual sections of the rapid transit
for some school districts, particularly
system has been set at this time.
If school starting and quitting hours
The rate of available funding
could be arranged not to coincide with
imposes some restraint on any pro
peak commuting hours so drivers’ time
spective shortening of the construction
It is expected that 40 per cent of the construction cost will be labor expense. This means that 1,300 persons, on the average, will be employed in the con struction phase of the project over the 15-year period. As shown on the ac companying graph, this number will
could be utilized more efficiently.
schedule.
The most Important benefit will
The presently-proposed funding sched
be the all day service offered on the
ule will allow for a total of 18 miles
regular Metro routes which will supply
of rapid transit line to be completed
reach 1,500 during peak construction years. It is also estimated that another 2,000
midday and evening service to most
and in operation by 1976. It is expected
persons will be employed locally in
schools in the community, a needed
that 32 miles could be in operation in
manufacturing and supply of materials
service that the school districts cannot
1978, 39 miles by 1982, and the full 49
and equipment, and in providing
now afford to offer and thus is most
miles of route by 1985.
services.
often supplied by the busy housewife. This improved mobility and convenience for many students will increase their ability to take part in the numerous after-school and evening programs. It will also allow some consolidation and
Table 2
Construction Activity
improved efficiency in the programs for the school districts.
1970
1975
1980 Year
38
1985
CHAPTER 3
Comparative Analysis
Equipment Technology Comparative analyses were made of way ramps, downtown congestion and
Analysis of Alternative Transit Systems
not respond well to the established goals.
A frequently asked question has been
in travel times, and projected patronage
why the Seattle Metropolitan Area’s
was only one-third of the bus-rail rapid
long-range transportation needs cannot
transit system. For the foregoing
be met with some kind of all-bus
reasons it was discarded as a long-
Seven categories of transportation
system which would minimize the large
range solution.
systems were looked at in relation to
capital investment required in rail
the requirements of the Metropolitan
transit. Therefore, alternative all-bus
Seattle Area.
system concepts were compared with an
transit vehicle concepts with emphasis on their potential to be developed into a reliable, economically feasible, oper ating system within a reasonable time. Technological developments In the aerospace industries provide an im petus for new concepts in ground transportation particularly in Seattle which has been a leader in air transportation technology.
Some 25 concepts in these categories several critical criteria: Reliability, speed, carrying capacity, riding comfort.
cause serious pressure for new free ways and add to the growing airpollution problem. This bus system did It afforded a minimum improvement
integrated bus-rail rapid transit system. were analyzed and evaluated on
automobile parking problems would
A set of community goals was de fined and used to guide the design and to measure how each of the systems met the needs of the com munity. Five major activity centers were identified: The University District, Bellevue, Downtown Seattle, the Duwamish Industrial Area, and Renton. It was determined that these areas required grade-separated public transportation service to avoid serious confiicts with other transportation modes. Three all-bus systems were compared to the bus-rail system, as follows.
All Bus System with Metered Freeways Another mixed-traffic system that was explored added the concept of meter ing or limiting auto usage of the freeway system to keep the freeways as uncon gested as possible. This computercontrolled system would give buses priority access to the freeways by means of exclusive on-ramps for buses, and would meter entry of autos with the goal of improving transit-vehicle speeds. The difficulty with this concept is that parallel arterials or alternative routes are needed for those autos which are metered off the highway. Seattle does
Buses in Mixed Traffic
proven performance, environmental impact and finally cost. From this analysis two likely alternatives emerged: ■ High-speed electric rail rapid transit. ■ Express buses on exciusive right-ofway in congested centers.
not have these alternative routes at many points on the highway system. Across Lake Washington especially,
This concept envisioned better route
alternative routes are widely separated.
coverage, more frequent operation, and
Also, congestion at ramp entry points
more express bus service over the 20
and freeway directional interchanges
year study period—1970 to 1990. The
would be a serious problem, particu
buses would operate on existing and
larly at the evening peak hour in high
proposed freeways and arterials in
activity centers. Auto traffic waiting
mixed traffic. It was very apparent,
to enter the metered freeway would
when looking at regional growth pro
back up and close off the surface
jections, that serious traffic congestion
street network because waiting vehicles
would ensue and result in siow and
would have no alternative routes. The
unattractive bus service. Crowded free
metering system works to a disad-
Analysis of Alternative Transit Systems vantage to those who try to enter the
1985 to handle the projected flow
rapid transit train with a single attendant
freeway facility in the city.'Vehicles
rate of 400 buses an hour in each
can carry more than 600 passengers,
which enter the relatively uncongested
direction during the peak period. The
while each bus with driver carries only
outlying sections of freeway
bus subway would have to be wider
about 47 passengers, fully loaded.
would have ready access to the free
than the proposed rail subway because
This 12 to 1 pay load factor is
way, whereas traffic originating in the
of the need for maneuvering space
significant because about 80 per cent
city would be kept off by the metering
and for safety for the manually
of the total operating cost of a bus
system.
operated buses. The greater ventilation
transit system is in the wages paid
requirements and polluted air disposal
to vehicle operators.
With the metering system, in order to provide an improved bus travel time in major activity centers, some 22 miles of grade-separated right of way were required because the highway system does not penetrate the core areas, but skirts the fringe of
problems, combined with the need for space to pass disabled vehicles, made
In comparing the projected usage of
the bus subway expensive both to
the alternative systems, it was found the
build and to operate. Similar but
busways and bus-rail systems would
smaller bus subways would also be
attract about equal patronage, while the
required in some of the other major
metered bus system would attract about
activity centers.
one-half as much, principally because the
these high activity centers. Even with
routing is not as direct and operating
these improvements, plus some new freeways to shorten travel times in areas which would be very congested without some improvements, the patron
speeds were not as fast. Since benefits
Combined Bus and Rail Rapid Transit
are directly related to usage, the benefits-to-cost comparison shows the metered bus system was only 40 per
age was only half that expected with
The fourth system analyzed was an
the bus-rail rapid transit system.
integrated system combining local
whereas the busways system was only
buses operating on surface streets,
60 per cent as good as the bus-rail
express buses traveling on arterial
rapid transit system.
All Bus System with Busways
cent as good as the bus-rail system,
roads and freeways, and rail rapid transit on 47 miles of exclusive gradeseparated right-of-way.
Conclusions
This system envisioned the use of 49 miles of exclusive busways, or small freeways for bus use, in corridors where rail lines were contemplated. This would
In comparing the four systems, the
Cost-Patronage Comparisons
bus-rail plan. This network of bus “freeways” would have both a high capital cost and an unfavorable en vironmental impact on areas through which they pass.
advantage, coupled with the greater safety features of the fixed guideway,
bring the average bus travel speeds and transit patronage up to that of the
crucial operating cost and patronage
An analysis of the costs showed that
the reliability of the electrified system,
the capital cost of the metered all-bus
and the speed of the grade-separated
system, the exclusive busway all-bus
routes, plus greater compatibility
system, and the bus-rail system, were
with the environment, provided con
quite comparable, but the operating
vincing reasons for recommending the
deficit of each of the two all-bus
coordinated bus-rail system concept as
systems was 4 times greater than the
the basis for the 1985 plan. This finding
With any of the all-bus systems, a
bus-rail system, on an annual basis. This
by the consultant was supported by the
double-decked bus subway would be
can be explained largely by the fact
Technical Advisory Committee and
needed through downtown Seattle by
that, with automatic train operation, a
the Review Board.
40
CHAPTER 4
Financing
Capital Costs
of the Metropolitan Transit Corporation
to anticipate future inflation effects, the
within the Metro area is also included.
total cost of the project was distributed
An allowance of 12V2 per cent of the
escalated annually. The result is an
construction cost has been made for
addition of $440 million to the base
the cost of final planning, detailed
year cost for inflation alone. In
over the construcion period and
The cost of constructing and equipping the recommended public transportation system, based on the engineering feasibility analyses just concluded, is estimated to be $1,321 million. The estimate of capital cost includes
design, and construction inspection. A
selecting the escaiation factor, each of
2V2
the contributing elements was con
per cent allowance has been made
for the administrative services of the
sidered. The present upward trend in
all labor, materials and equipment
operating agency during the design
construction costs, rising interest rates
necessary to put the recommended
and construction of the project. A
and similar factors were weighed
initial bus system and the 1985 bus-rail
contingency allowance of 15 per cent
system in operation. Also included is
of the construction and right-of-way
against the defiationary effect of such items as improved construction methods and machines and higher worker
the estimated cost of purchasing the
cost was included in the cost estimates.
right-of-way for the system, including
An appropriate allowance was also
allowances for legal and title fees and
made to cover state sales tax.
Table 3 shows the principal
tion. An allowance for the purchase of the
The estimates were prepared using
tabulated by route and type of
Seattle Transit System and that portion
1969 prices as the base cost. In order
expenditure.
productivity.
for the cost of severance and reloca
Table 3
capital cost elements of the system,
Capital Cost COSTS IN $ MILLIONS
Item
Length in Miles
Roadbed and Structure
Stations Power ATC Utility Design and and Commu Relo and Adminis nications cations Parking tration
Contin gency
Right of Way
Equipment
Total
East Route
14.0
37.8
21.4
19.6
2.9
12.2
12.2
7.0
29.4
142.5
Northeast Route
11.0
107.0
35.0
16.2
7.9
24.9
24.9
29.7
24.4
270.0
6.5
58.4
21.7
10.1
5.8
14.4
14.4
15.8
7.9
148.5
18.1
17.5
2.2
11.2
11.2
11.2
15.9
124.2
0.1
2.6
2.6
6.2
7.3
8.2
8.2
3.2
4.6
78.8
Northwest Route South Route
13.2
36.9
West Seattle Route
2.7
16.7
0.3
Downtown Seattle Route
1.6
17.7
26.2
3.4
Office and Maintenance Facilities
-
10.7
-
8.1
-
2.8
2.8
1.4
5.3
31.1
Reserved Right-of-Way
-
-
-
-
10.5
2.0
-
-
1.0
-
-
1.0
10.5
Bus Stations
6.6
3.5
129.3
74.9
26.2
0.3
0.3
6.7
25.1
34.4
77.6
77.6
95.2
112.6
880.6
Inflation
440.4
Bus Equipment and Facilities Sub Totals
49.0
287.2
28.5
12.1
Operating Revenues The basic and zone fare schedule de
Patronage Estimates
Fare Schedule
To measure the revenue potential of
For the purpose of estimating revenues,
extension of the present Seattle Transit
the recommended system, an extensive
a zone fare system was developed to
System fares and reflects the policy
analysis of potentiai patronage was
cover the entire Metro Area. The
undertaken, utilizing the latest available
charge for any particular trip in the
veloped for Metro was based on an
of maintaining iow pubiic transportation fares through subsidy in order to attract
regional data and proven computer
Metro Area wouid be the basic fare
techniques for assignments to trans
on boarding, plus an additional zone
portation routes. The popuiation and
fare charge for each successive zone
as much ridership as possible. For projections of revenues for future years,
equivaient to the cost-of-living index
tween bus and raii iines, were assumed.
was made.
King County, and the Puget Sound (0 £ <
Governmentai Conference. The distri bution reflects the expected impact of >
rapid transit. The popuiation of King m
County has increased from 966,000 in
o CQ
E £ m
I
XJ c
3 o
2
X
3
S
i 1
m c c
Baliard
30
60
55
45
60
45
65
45
Bellevue
60
30
45
35
45
35
45
45 60
is estimated to increase to
Bother)
55
45
30
60 70
70
30
Kirklartd Lake Forest Park
60 35
70
1.415.000 in 1975 and 1,890,000 in
45 60
35 65
45
Duwamish Area
35 60
60
30
45
65 35
65
45
30
35
55 65
1961 to 1,119,000 in 1969, and
1990. Most of the growth wili occur in the suburbs. Employment was estimated to increase from 397,000 in 1961 to 613.000 in 1975 and 818,000 in 1990. Patronage estimates were based on the assumption that the entire proposed regional highway network wouid be fuily
45
45
35 35
Lake Hills
65
35
45 70
65 45
S
c o ■c
c
£
Q
1
3
« w «
70
60
40
30
45
40
55
55
60
70
35 40
65
65
60
70
45
30
70
30
60
30
40 60
45
60
55
55 65
45 45
30
55
65 65
55
30
40
65
40
30
60
70 40 35
65
45 30
65 70
Mercer Island
45
45
Rainier Beach
46
60
70
30
55 60
Redmond
70 60
35
40
70
30
65 55
65 65
45
45
70
35 40
40
40 55
60
60
60
University District
30
55
60
40 45
45 40
60
45
45
60
70
30
55 60
45
West Seattle
65
65
45
Renton Downtown Seattle
■D c o E ■o IT
«c
niversity District
transfers between bus iines, and be-
ordinated with, the City of Seattle,
employment growth and distribution
ercer Island
was based on data from, and co
ake Forest PaHc
entered. Within the Metro system, free
an inflation aiiowance in the fares
55
70
60
55 45
35 60
40
60
60
65 65
45
40
45
45
40 55
35
45
30
30
65
65
70
55
30
55
60
45
55
40
40
60
30 40
30
46
45
40
45
30
70
Table 4 Dr/\Ksihla m VMM 1070 C rai6S
l9f
£
Based on 1972 dollar value
completed by 1990.
Revenues
The highway network actuaiiy built
It is estimated that, in 1969
ment, power and fuel, general ad
landscaping, maintenance of equip
may vary from that planned because
doilar values, the total fare box
ministration, and operating personnel.
of limited funding and rising costs.
revenue will be $12.6 million and $30.6
Wage rates were estimated using 1969
This, combined with increasing op
million for 1975 and 1990, respectively.
base rates comparable to those of the
position to highway building in urban
After adding revenue accruing from
Seattle Transit System including the
residentiai areas, may cause deferrai
charter services, advertising, parking,
effect of benefits, working rules and
of some elements of the highway net
concession leases and similar activities,
conditions as they affect operating
total revenues will amount to $15.0 million in 1975 and $34.1 million in 1990.
costs, in addition a contingency factor
work. Therefore actuai patronage wouid probabiy be higher than projected, but these vaiues wiil give a conservative basis for revenue estimates. The analysis of total traffic demands in 1990 was made for peak periods and was then converted to weekday and annual volumes.
°f 10 per cent was included in all operating cost estimates. Operating
Operating And Maintenance Expenses Operating and maintenance expense's
expenses include an allowance for the annual depreciation charged against equipment. This allowance covers replacement of buses, service vehicles, fare collection equipment, escalators, electronic equipment, machinery, etc.
Total annual transit system patronage
are based on the characteristics of the
was estimated as 90 million passengers
system, the operating plan, and the
Total annual operating and maintenance
in 1990 and 43 million passengers
policies of the administrating agency.
expenses in 1969 dollar values were
in 1975.
Such expenses include allowances for
estimated at $20.4 million and $33.6
the cost of maintenance of way and
million in 1975 and 1990, respectively.
42
Method of Financing Under the proposed financing program,
finance the operating expenses and/or
the total estimated available funding
capital costs of public transportation
It is assumed that one-third of the
of $1,321 million consists of $440
service. To be eligible to receive these
capital cost of the system would be
million of Metro general obligation bond
monies from the State, the public
financed by iocal funds raised by
proceeds plus $7 million in local
transportation agency must match
Metro, with the remaining two-thirds
funds from the transfer of the
them, dollar for dollar, with local funds.
of the cost coming from a Federal
Seattle Transit System as noted
The debt service for the Metro general
matching grant. The most practicai
above, plus $874 million in
obligation bonds for the public trans
approach to providing the local share
Federal matching funds.
portation project could serve as the
Capital Costs
of the capital cost is the issuance and sale of long-term general obligation bonds. This has been confirmed by the Economic Analysis Committee of Forward Thrust, which developed a sound estimate of availabie resources, based on growth in population, in
local matching funds. The Comprehensive Public Transporta tion Plan has been reviewed by the
market value of the licensed motor
istration of the Federal Department of
vehicle, and since both the number of
Transportation.
vehicles and the average value per vehicle will grow, it is anticipated that
The Plan will be eligible for Federal
dustry, commerce, and assessed valu
matching funds under the Administra
ation. The Committee anaiyzed present
tion sponsored bill recently passed by
and future taxes, based on known
the Senate.
Operating Subsidy
not to exceed 40 years. The Con The estimates of operating expenses have indicated the need for an operating The local funds would be derived from the sale by Metro of $440 million worth of general obligation bonds for public transportation purposes. This amount is well within the bonding capacity of Metro, based on the recent action related to Metro’s borrowing powers by the 2nd Extraordinary Session of the 41st State Legislature. Of the $440 million, an allowance of $10 million has been made for certain costs which would not be eligible for Federal matching funds, such as the purchase of the Seattle Transit System.
increase. The Forward Thrust Economic Analysis Committee estimated that would be available to Metro from the
miliage based on the sale of general
sultants concur fully with this approach.
the revenues from this source will
initially more than $7 million a year
factors, and estimated property tax obligation bonds maturing in a period
The excise tax is based on the fair
Urban Mass Transportation Admin
subsidy. To encourage maximum usage of public transit the assumed fare schedule was held as low as feasible. As a result this assumed fare schedule does not produce revenues to fully cover the operating expenses. A projection of operating cost and revenues to future dollar values based on current inflation ary trends indicates that by 1975 the system will need an operating subsidy of $9 million and will need $16 million by 1985. These figures are based on assumed inflation rates of 6% annually for wages and 41/2 % annually for other
An allowance has been included in the
expenses and for revenues. The 1969
capital cost estimates for the transfer of
Washington State Legislature approved
the Seattle Transit System from the
House Bill 641, to become effective
City of Seattle to Metro. It has been
on July 1, 1971, whereby up to one
assumed that the transfer will
half of the 2 per cent State Motor
be arranged so that at least $7 million
Vehicle Excise Tax collected
of this allowance can be committed
within the area under the
as capital for implementing the
jurisdiction of a public transportation
Recommended Plan.
agency would be available to
43
State for public transportation purposes beginning in 1972. By 1975, $9.6 million and by 1985 approximately $18 million will be available to Metro from the same source. The excise tax receipts are heaviest during the month of January and so would only become an effective source of operating subsidy early in the year 1972. This is one factor affecting the time at which Metro could consolidate the existing transit operations.
CHAPTER 5
Benefits
The proposed bus rail rapid transit
access to museums, parks, sporting
system will provide significant economic
and cultural events which otherwise
benefits to the community. It can be
may not be accessible to them until
Benefits to Business Firms
expected to improve the economic
they are older or can afford the
■ Savings to firms which provide
welfare, in one way or another, of
time and cost required to maintain
almost every family residing in the
result from a reduction in parking
a car.
space requirements. The parking
area. ■ Benefits to individuals, particularly the economically disadvantaged, take
Benefits to Individuals ■ Savings for those who switch from driving their cars to work to using public transportation for most of their trip, besides avoiding driver strain, would amount to between $450 and $550 per year in reduced automobile operating, parking and insurance expenses. ■ Savings for those who transfer to regular use of public transportation
parking for their employees will
the form of increased employment
areas reieased would then be avail able for building expansion. ■ Savings to firms during adverse
and residential opportunities due to
weather conditions will result from the
the lower cost in time and money
greater reliability of the proposed
for work trips, and the ability to
public transit system. This will reduce
take longer trips for the same cost.
absenteeism, tardiness, and loss of
To many, this opportunity may mean
business resulting from adverse
the difference between being unem
weather conditions.
ployed or having work. Although this benefit is difficult to estimate, if, for example, only 250 previously un
■ Savings to the trucking industry resulting from reduced highway con gestion take the form of reduced
employed individuals found jobs, the
operating cost as well as greater
increase in the net income of the
driver and equipment efficiency.
and thereby can forego ownership
region would be $800,000 per year,
of a second car would amount to
plus a savings in the cost of welfare.
Community-wide, the measurable dollar
approximately $920 annually in
benefits of the rapid transit system
the cost of depreciation and
will greatly exceed its cost to the
maintenance of that car.
community.
■ Savings for the riders already using public transit will take the form of stabilized fares and time saving. The average public transit trip during the peak period will be approximately 45 per cent faster than today. ■ Savings for those who continue to drive will result from reduced highway congestion. During peak periods they will benefit by time savings, lower operating cost, and lower accident probability. ■ Benefits to the aged and handi capped resulting from greater mobility which offers increased opportunities in housing and cultural activities. ■ Benefits to the young will result from greater mobility by means of transit. This will provide
44
Travel Time Savings Via Rapid Transit
Time Savings Via Rapid Transit
24 minutes
11 minutes
13 minutes
36 minutes
14 minutes
22 minutes
97 minutes
35 minutes
62 minutes
62 minutes
25 minutes
37 minutes
Via Present Bus Systems
Trip In the following table, the present travel times on scheduled bus routes of the existing bus systems,
Crown Hill to Downtown Seattle
are compared with the rapid transit
Downtown Bellevue
travel times for representative trips. In
to Downtown Seattle
both cases, trips are by the fastest scheduled routes between the same points, during peak periods. Transfer
Lake City to Renton
waiting time has been included
West Seattle
in the trip times where necessary.
(35th and Avalon) to University
The Transit Review Board discussed a point with Dorr Anderson, right, chief engineer, DeLeuw, Gather & Company. The Board members, from ieft, are Charies Shumate, F. Norman Hili, Boris Pushkarev, Wiiiiam Boucher (standing) and Guy 6/am. The Board met five times in Seattie over an 18-month period to review the studies and findings and to comment on major decisions reached by the team of design consultants. The Board's comments on the plan are in a letter on the next page.
45
Seattle Metropolitan Area Comprehensive Public Transportation Plan BOARD OF REVIEW January 28,1970
The Honorable Chairman and Members of the Council Municipality of Metropolitan Seattle
The Honorable Mayor and Members of City Council, City of Seattle
Gentlemen:
The Board of Review is convinced that the recommended Comprehensive Public Transportation Plan is both feasible and necessary for the orderly growth of the Metropolitan Seattle area. The plan responds to the high goals and objectives for the community. It presents a responsible and exciting opportunity to the citizens and leadership of the area. The benefits of the system will be evident in many ways and to many people. While the report itself will document these in more detail the Board of Review believes several are worthy of emphasis. The unique and attractive environment of the Metropolitan Seattle area can be strengthened and enhanced by this system which can promote and guide growth in accordance with appropriate community planning considerations. A more efficient surface transportation system will result. Access to jobs in downtown, suburban and industrial areas will be expedited. Time and money savings to residents will result from this greater mobility and ease of movement in the area. By creating development potential and broadening the tax base new values for the community will be created. Several specific aspects of the new plan bear special mention: Patronage projections, based on experience in other transit operations, appear conservative for the completed bus-rail system. Commendable attention has been given to environmental objectives and design. In low-density areas, lines in landscape^open cut or along hill sides can be environmentally superior to subways, and in that way give the rider arricher experience, especially in this attractive Pacific Northwest setting. The proposed initial bus plan provides ample service in the form of routings, bus mileage and frequency of trips. Experience indicates that this master plan for service will require adjustment to place additional service where needed or to effect reductions, or elimination of service where not used to a degree justifying its continuation. Because of the importance of buses in the overall rapid transit operation, it is essential that planned improvements of surface street and highway facilities move forward. The Board has been impressed with this area’s unique approach to transit planning. No other area has involved so many citizens over such a long period and discussed so thoroughly the problems of traAspor’I^ion and their possible solutions. The Board recognizes the continuing need to plan, to seek new opportunities, to te.st and re-examine and to accept new concepts. We believe the recommended plan and the civic leadership of the area provide such a foundation for the future. Respectfully submitted
WILLIAM BOUCHER III Executive Director Greater Baltimore Commission
GUY BLAIN, Director, Transportation Department, Montreal Transportation Commission
CHARLES E. SHUMATE Chief Engineer State of Colorado Department of Highways
F. NORMAN HILL General Manager San Antonio Transit System
BORIS PUSHKAREV Planning Director Regionai Plan Association New York City
