The Frequent Network Plan

Frequent, fast, and affordable bus transit for Seattle

Archive for the ‘FNP Reference’ Category

Frequent Network Plan – List of Routes

with 2 comments

What is this?

This is a summary list of each all-day route in the Frequent Network Plan, along with common corridors where multiple routes would be scheduled evenly for more frequent service.


7-8 minutes (Very Frequent Routes and Common Corridors)

Note: Most of these corridors are the common portion of two 15-minute routes; buses would be scheduled to arrive every 7-8 minutes within the common corridor.

  • 2, 10 common corridor  (Westlake – Pine/14th via E Pine St)
  • 3  (turnback segment) (Belltown – 21st/James via 3rd Ave, Yesler Terrace, E Jefferson St)
    • Note: The full route, extending east to Madrona, would run every 15 minutes.
  • 5, 40 staggered service  (International District – Fremont via 3rd Ave, Belltown, South Lake Union)
    • Note: Although these two routes would use differing intermediate routing between downtown and Fremont, they would be scheduled for evenly staggered departures northbound from 3rd Ave and southbound from Fremont Ave N/N 34 St.
  • 13, 24 common corridor  (Downtown – Uptown via 3rd Ave and Queen Anne Ave N/1 Ave N)
  • 14, 34 common corridor  (S Jackson St between 4th Ave S and 12th Ave S)
  • 34, 35 common corridor  (12th/Jackson – Beacon Hill Station via 12th and 14th Aves S)
  • 50, 55 common corridor  (Alaska Junction – Admiral via California Ave SW)
  • 65/67, 73/75 common corridor  (U-District Station – U-Village via UW Campus)

10 minutes (Very Frequent Routes)

  • 7  (South Lake Union – Rainier Beach via Boren Ave and Rainier Ave S)
  • 8  (Uptown – Madison Valley via Denny Wy and John St)
  • 12  (Downtown – Madison Park via Madison St)
  • 15  (Downtown – Crown Hill via Elliott Ave W and 15th Ave W)
  • 44  (Children’s Hospital – Ballard via NE/N 45th St, N 46th St, NW Market St)
  • 48  (U-District – Mt. Baker via 23rd Ave)
  • 54  (Downtown – Westwood Village via Alaska Junction and Fauntleroy)
  • 58  (Downtown – Aurora Village via Aurora Ave)
  • 71  (Loyal Heights – Sand Point via N 85th St, 5th Ave NE, NE 65th St)
  • 120  (Downtown – Burien via Delridge Ave and Ambaum Way)

15 minutes (Frequent Routes and Common Corridors)

  • 2  (Downtown – Leschi via E Pine St, E Union St, and Madrona Park)
  • 3 (full route)  (Downtown – Madrona via Yesler Terrace, E Jefferson St, E Cherry St)
    • Note: This route would run every 7-8 minutes on the turnback segment of the route between Downtown and First Hill.
  • 4  (Downtown – Seattle Pacific via 5th Ave N and Taylor Ave N)
  • 5  (Downtown – Shoreline Community College via Dexter, Fremont, and Greenwood Aves N)
  • 6  (Madison Valley – Boeing Access Road via MLK Jr Wy)
  • 10  (Downtown – Volunteer Park via 15th Ave E)
  • 13  (Downtown – Woodland Park via Queen Anne Ave N, SPU, Fremont Ave N)
  • 14  (Downtown – Mt. Baker via S Jackson St, 31st Ave S)
  • 16  (Downtown – Northgate via Wallingford, E Green Lake)
  • 21  (Downtown – Westwood Village via Sodo, 35th Ave SW)
  • 24  (Downtown – Sunset Hill via Uptown, Magnolia, Ballard)
  • 28  (Fremont – Whittier Heights via 8th Ave NW)
  • 31  (Laurelhurst – Discovery Park via Bryant, U-District, Wallingford, Fremont, Magnolia)
  • 34  (Seattle Center – Georgetown via Waterfront, S Jackson St, Beacon Hill)
  • 35  (U-District – Othello via Broadway, 12th Ave, Beacon Ave S)
  • 40  (Stadium – Lake City via Westlake Ave N, Fremont, Ballard, Northgate Wy)
  • 47  (Pioneer Square – Summit via 1st Ave, Bellevue Ave)
  • 50  (Alki – Seward Park via Admiral, Alaska Junction, Sodo, and Columbia City)
  • 52  (Seaview – S Seattle CC via Alaska Junction, Youngstown, Pigeon Point)
  • 55  (Seacrest – S Seattle CC via California Ave Sw, SW Morgan St/Orchard Wy)
  • 65  (UW Campus – Wedgwood via 35th Ave NE)
  • 67  (UW Campus – Northgate via Roosevelt Wy NE/11th Ave NE)
  • 69  (UW Hospital – Kenmore via Montlake Blvd, 25th Ave NE, Lake City Wy NE)
  • 70  (Downtown – U-District via Fairview Ave N and Eastlake Ave E)
  • 73  (UW Campus – Northgate via 15th Ave NE)
  • 75  (UW Campus – Northgate via Sand Point Wy NE, NE 125th St)
  • 78  (E Green Lake – Shoreline CC via Wedgwood, Lake City, Jackson Park, Ridgecrest)
  • 85, 86 common corridor  (Northgate – Haller Lake via Meridian Ave N)
  • 87, 88 common corridor  (Northgate – Jackson Park via 15th Ave NE)
  • 106  (Rainier Beach – Renton via Renton Ave S)
  • 124  (Downtown – Tukwila Int’l Blvd Station via Airport Way S and E Marginal Way S)
  • 132  (Downtown – Georgetown via 4th Ave S, South Park, Des Moines Memorial Dr S)

30 minutes (Coverage Routes)

  • 1  (Downtown – West Queen Anne via 10th Ave W)
  • 59  (Admiral – Upper Rainier Beach via Genesee Hill, California Hill, Arbor Heights, Westwood Village, White Center, South Park, Georgetown, South Beacon Hill, S Henderson St)
  • 81  (Shoreline CC – Bothell via 3rd Ave NW, Aurora Village, Ballinger Wy NE)
  • 85  (Northgate – Shoreline CC via Haller Lake, N 130th St, Greenwood Ave NE)
  • 86  (Northgate – Aurora Village via Haller Lake, Meridian Ave N)
  • 87  (Northgate – Mountlake Terrace via Ridgecrest, North City)
  • 88  (Northgate – Richmond Beach via 15th Ave NE, N 185th St)
  • 107  (Rainier Beach – Renton via Rainier View, Bryn Mawr)
  • 128  (S Seattle CC – Tukwila Int’l Blvd Station via S 108th St, Glendale Wy S, Military Rd S)
  • 131  (Downtown – Burien via 4th Ave S, Highland Park Wy SW/8th Ave SW, 1st Ave S)

Copyright 2013 David Lawson. This material is licensed under the Creative Commons CC-BY-SA 3.0 license. You may freely modify and share it as long as this attribution remains.

v. 1.1.0
2013-08-20

Written by David L.

July 30, 2013 at 19:34

Frequent Network Plan – How Your Current Service would Change

with one comment

What is this?

This document explains how service would change under the Frequent Network Plan for riders of the current all-day routes serving the City of Seattle. As the Frequent Network Plan doesn’t consider peak-only service in most cases, this document also doesn’t list current peak-only routes.

Choose your current route for more information

Current routes where riders would see minor or no change
(aside from frequency improvements or new one-seat connections)

RapidRide C Line | 1 | 3N | 3S | 5 | 8N | 10 | 13 | 21 | 31 | 40 | 47 | 48S | 67 | 70 | 107 | 120 | 124 | 131 | 331 | 346 | 347 | 348 | 358 (to be RapidRide E Line)

Current routes where riders would see major change

RapidRide D Line | 2S | 7 | 8S | 9X | 11 | 16 | 2830 | 31 | 32 | 36 | 41 | 4344 | 48N | 49 | 60 | 6571 | 73 | 75 | 106 | 125 | 128 | 132 | 345 | 372

Current routes where riders would see major change
(including the elimination of some all-day service)

2N | 4N | 4S | 12 | 1422 | 24 | 25 | 26 | 27 | 33 | 50 | 6166 | 68 | 72


RapidRide C Line

FNP Service

  • Route 54 (Most of route)
  • Route 21 (Stops along Avalon Way SW)

Details

  • FNP route 54 would duplicate the current RapidRide C Line, except to eliminate the Avalon Way deviation.  It would access the West Seattle Bridge directly from 35th Ave SW.
  • Riders not traveling to or from Avalon Way would see no change except for a faster trip and frequency improvement to every 10 minutes.
  • Riders traveling between Avalon Way and downtown would use route 21, which would run every 15 minutes, and eliminate its current deviation under the West Seattle Bridge for a faster trip.
  • Riders traveling between Avalon Way and Alaska Junction could use route 50, running every 15 minutes.
  • Riders traveling between Avalon Way and other stops on the RapidRide C Line could walk or use frequent routes 21, 50, or 52 to reach Avalon and 35th Ave SW, where they could transfer to route 54.

RapidRide D Line

FNP Service

  • Route 15 (Most of route)
  • Routes 1, 13, or 24 (Stops along Queen Anne Ave N or 1st Ave N)
  • Route 24 (Stops along W Mercer St)

Details

  • FNP route 15 would be very similar to the RapidRide D Line, but would eliminate the Uptown deviation, traveling directly on Western and Elliott Aves W between Denny Way and W Mercer Pl.
  • Riders not traveling to or from Uptown would see no change except for faster trips and improved frequency (to every 10 minutes).
  • Riders traveling between Uptown and downtown would use routes 1, 13, or 24, running at least every 7-8 minutes.
  • Riders traveling between W Mercer St and downtown would use route 24, running every 15 minutes.
  • Riders traveling between Uptown and points northwest could either:
    • Catch northbound route 24 and transfer to route 15 at Elliott Ave W & W Prospect St, or
    • Walk to Elliott Ave W, a distance of about 1/4 mile, to catch route 15.

1

FNP Service

  • Route 1

Details

  • Route 1 would be extended slightly to serve the current route 2 terminal loop, laying over at W McGraw St & 6th Ave W.
  • Current riders of route 1 would see no change, except that buses would no longer be through-routed with route 14.

2 North

Deleted

FNP Service

  • Route 13 (Portion of route from Queen Anne Ave N & N Galer St to downtown)
  • Route 1 (West Queen Anne terminal)

Details

  • Route 2 North would be deleted. FNP route 13 would serve the Counterbalance and Queen Anne Ave N every 15 minutes. Route 1 would be extended to reach the current route 2 North terminal loop, and would lay over on W McGraw St at 6th Ave W.
  • Peak-hour riders along 6th Ave W and W Galer St would still have service to and from downtown on route 29.
  • Off-peak riders along 6th Ave W and W Galer St could either:
    • Walk north to W McGraw St, or west to 10th Ave W, to catch route 1, which would run every 30 minutes; or
    • Walk east to Queen Anne Ave N to catch route 13, which would run every 15 minutes.
  • Riders along the Counterbalance would catch route 13, which would run every 15 minutes.

2 South

FNP Service

  • Route 2 (along East Union)
  • Route 12 (in First Hill)

Details

  • FNP route 2 would be identical to current route 2 South between 14 Ave and Madrona Park.  At the east end, it would be extended south on Lake Washington Blvd and Lakeside Ave S to reach central Leschi.
  • West of 14 Ave, FNP route 2 would use Pine St to reach downtown, in a scheduled common corridor with route 10. The two routes combined would run every 7-8 minutes.
  • Riders traveling between downtown and Union St east of 14 Ave would board the bus along Pike St downtown, rather than 3rd Ave, and would deboard along Pine St.
  • Riders along Union St and Seneca St between 14 Ave and downtown could walk:
    • Two blocks south to Madison St, to catch route 12, which would run every 10 minutes; or
    • One to four blocks north to Pine St, to catch routes 2 and 10.

3 North

FNP Service

  • Route 4

Details

  • FNP route 4 would duplicate current route 3 North, except that the north terminal of FNP route 4 would be Seattle Pacific, rather than the current terminal on W Raye St. The new route would use current route 13 routing between Boston St and Seattle Pacific.
  • Riders not traveling to or from the Raye St loop would see no change, other than all buses being signed “route 4.”
  • Riders traveling to or from the Raye St loop could walk to 3rd Ave W or W McGraw St to catch route 4, a maximum of 3 blocks.

3 South

FNP Service

  • Route 3

Details

  • FNP route 3 would be identical to current route 3 South, except to use Yesler Wy rather than James St between Harborview and downtown.  (This is a change which Metro already plans to make in the near future.)
  • Riders east of 23rd Ave would see an improvement in frequency to every 15 minutes and no other change.
  • Riders between 23rd Ave and 9th Ave would see no change, other than all buses being signed “route 3.”
  • Riders traveling to or from James St stops could walk downhill from their origin to 3rd Ave to reach route 3, and downhill from 9th Ave & Jefferson St to reach their destination from route 3.

4 North

FNP Service

  • Route 4 (Most of route)
  • Route 13 (Closest service to most of the East Queen Anne loop)

Details

  • FNP route 4 would be identical to current route 4 North between downtown and Boston St/Queen Anne Ave N. From that point, it would continue north and west to Seattle Pacific, rather than south and east through the current route 4 terminal loop in East Queen Anne.
  • Riders not traveling to or from the East Queen Anne loop would see no change, other than all buses being signed “route 4.”
  • Riders traveling to or from Queen Anne Ave N south of Boston St could use route 13, which would run every 15 minutes.
  • There would be no replacement service inside the East Queen Anne loop. Riders traveling to or from the East Queen Anne loop could walk:
    • West to catch route 13 on Queen Anne Ave N; or
    • East to catch route 4 on Taylor Ave N.

4 South

Deleted

FNP Service

  • Route 3 (Portion of route between 23 Ave and downtown)
  • Routes 6 and 48 (North-south service paralleling deleted routing)
  • Link and Routes 3, 14 (providing service toward or to downtown from areas along deleted routing)

Details

  • FNP route 3 would cover all of current route 4 south between E Jefferson St and Downtown, except to use Yesler Wy rather than James St between Harborview and downtown. The remaining portion of route 4 south (covering 23rd Ave, Judkins Park, and the portion of MLK Jr Way near Center Park) would be deleted.
  • Riders along 23rd Ave could use route 48, running every 10 minutes, to travel north and south.
  • Riders along MLK Jr. Way could use route 6, running every 15 minutes, to travel north and south.
  • Riders along the deleted routing traveling to and from downtown could, depending on their location:
    • walk to Jefferson St to catch route 3 to downtown, running every 7-8 minutes;
    • walk to Jackson St to catch route 14 to downtown, running every 15 minutes;
    • take route 48, running every 10 minutes along 23rd Ave, to Mt. Baker Station and transfer (using an improved transfer) to Link; or
    • take route 6, running every 15 minutes along MLK Jr Way, to Mt. Baker Station and transfer to Link.
  • Riders west of 23rd Ave would see no change, other than all buses being signed “route 3.”
  • Riders traveling to or from James St stops could walk downhill from their origin to 3rd Ave to reach route 3, and downhill from 9th Ave & Jefferson St to reach their destination from route 3.

5

FNP Service

  • Route 5 (Most of route)
  • Route 16 (Portion of route along Aurora Ave N)

Details

  • FNP route 5 would be the same as current route 5 between Shoreline Community College and N 50 St.
  • South of N 50 St, FNP route 5 would use Fremont Ave N, the Fremont Bridge, and Dexter Ave N to reach downtown, not using Aurora Ave N.
  • Peak-hour riders north of N 46 St would still have routes 5X and 355 available for a faster trip.
  • Off-peak riders north of N 50 St would notice a slightly slower trip and no other change.
  • Off-peak riders along Phinney Ave N (south of N 50 St) and along N 43 St would need to walk three to four blocks to N 50 St or Fremont Ave N, or catch route 44 along N 46 St.
  • Riders traveling between Aurora Ave N and downtown would use route 16, running every 15 minutes.
  • Riders traveling between Aurora Ave N and points north would either:
    • walk to Dexter Ave N to catch route 5, or
    • use route 58, running along Aurora Ave N every 10 minutes, and either walk or transfer to appropriate crosstown service to reach destinations on Phinney or Greenwood.

7

FNP Service

  • Route 7 (Most of route)
  • Link, Route 14, ST Routes 550 and 554 (For passengers traveling to downtown or the western International District)
  • Route 59 (Portion of route south of Rainier Ave S/S Henderson St, serving Upper Rainier Beach)

Details

  • FNP route 7 would be the same as current route 7 along Rainier Ave S. It would not travel downtown. Instead, it would stop at 12 Ave S/S Jackson St, and then continue north along Boren Ave across First Hill.  It would terminate at Westlake Ave N in South Lake Union.
  • The portion of current route 7 south of S Henderson St (serving the S Prentice St terminal in Upper Rainier Beach) would be eliminated, and the south terminal would be across the street from Rainier Beach Station.
  • Riders traveling between Rainier Ave S and downtown would have many very frequent transfer options from route 7.  They are listed from south to north:
    • Link, at Rainier Beach Station
    • Link, at Mount Baker Station
    • Sound Transit Routes 550 and 554, running at least every 15 minutes along I-90 (and replaced by East Link in 2023), at I-90/Rainier Freeway Stop
    • Route 14, at S Jackson St, running every 15 minutes, with additional frequent service to the western International District on Route 34 and the First Hill Streetcar
  • While they would require a transfer, the vast majority of trips between Rainier Ave S and downtown would be faster than current route 7 trips, because Link and I-90 service are much faster than the current route 7 trip through the International District.
  • Riders traveling between Rainier Ave S and the Convention Place or Pacific Place areas of downtown could ride route 7 directly to Boren Ave and Pike St, and walk 2-4 blocks to those destinations.
  • Riders traveling from Rainier Ave S to downtown could also walk to Link stations along MLK Jr Wy S.
  • Riders traveling between S Jackson St and downtown would use route 14, running every 15 minutes.

8 North

FNP Service

  • Route 8

Details

  • FNP route 8 would be the same as the portion of current route 8 between Uptown and Madison St, but would terminate at Madison St & MLK Jr Wy.
  • Current route 8 riders not traveling south of Madison St would see no change except a frequency improvement to 10 minutes.
  • Riders riding south of Madison St should see the entry for current route 8S below.

8 South

FNP Service

  • Route 6 (Most of route)
  • Route 8 (Portion of route between Madison St and Capitol Hill)

Details

  • FNP route 6 would travel along MLK Jr Wy between Madison St and Boeing Access Road on the Seattle/Tukwila border. This is similar to the southern portion of current route 8, except that FNP route 6 would not make the current deviation to 23rd Ave in the Central District, and would not serve S Henderson St or Rainier Beach High School. At the north end, the route would use Madison St between MLK Jr Wy and 23rd Ave, terminating in front of the Safeway on 22nd Ave near Madison St.
  • Passengers traveling to and from 23rd Ave in the Central District would walk from MLK Jr Wy, a maximum of four blocks. All riders would notice a faster and much more reliable trip as a result of staying on MLK Jr Wy.
  • Passengers traveling to and from Rainier Beach High School or Rainier and Henderson could:
    • walk along S Henderson St from MLK Jr Wy; or
    • transfer to routes 7, 59, 106, or 107, running extremely frequently, traveling along S Henderson St.
  • Passengers traveling between the Rainier Valley and western Capitol Hill could use Link.
  • Passengers traveling between the Rainier Valley and other areas served by current route 8 could use Link and transfer to appropriate frequent buses downtown or at Capitol Hill Station.
  • Passengers traveling between the Central District or Madison Valley and other areas served by current route 8 North could also transfer to route 8, running every 10 minutes, along Madison St.

9

FNP Service

  • Route 7 (Most of route)
  • First Hill Streetcar, Route 35 (Portion of route on Broadway, north of Boren)

Details

  • FNP route 7 would be identical to current route 9 (except that it would make additional stops) south of S Jackson St.
  • For passengers traveling to southern or western First Hill, FNP route 7 would continue across First Hill on Boren Ave.
  • Passengers traveling between Rainier Ave S and Broadway could transfer at 12 Ave S/S Jackson St to the First Hill Streetcar or route 35.

10

FNP Service

  • Route 10

Details

  • FNP route 10 would be identical to current route 10 except that it would be extended two blocks further north on 15th Ave E, to a safer terminal loop on E Olin Pl.

11

FNP Service

  • Routes 2 and 10 (Portion of route between downtown and 14th/Pine)
  • Route 12 (Portion of route along Madison St)
  • Routes 6, 8 (Madison Valley)

Details

  • FNP route 12 would run every 10 minutes along Madison St between downtown and Madison Park. The Madison Park loop would be slightly revised from that of current route 11 to provide easier access to the Madison Park business district.
  • FNP routes 2 and 10, together, would provide service running every 7-8 minutes along Pine St between 14th Ave and downtown.
  • Passengers traveling between Madison St and the north end of downtown could:
    • Take route 12 to Madison St downtown and walk a few blocks or transfer to extremely frequent service along 3rd Ave
    • Take (or transfer to) route 8 from Madison Valley, and transfer to Link at Capitol Hill Station
  • Passengers traveling between Madison St and Capitol Hill could:
    • Use route 8, running every 10 minutes from Madison Valley to John Street, Capitol Hill Station, and Olive Way
    • Transfer to routes 2 or 10, running every 7-8 minutes, at 14th Ave/Pine St

12

FNP Service

  • Route 12 (Most of route)
  • Routes 8, 10, or 48 (Portion of route along 19th Ave E)

Details

  • FNP route 12 would be identical to current route 12 from downtown to E Madison St and 19th Ave E. From that point, service would continue along Madison St rather than serving 19th Ave E. 19th Ave E would have no service.
  • Passengers traveling to and from 19th Ave E could walk, as most convenient:
    • Four blocks west, to catch route 10 along 15th Ave E
    • Four blocks east, to catch route 48 along 23rd Ave E
    • South to E Madison St, to catch route 12
    • South or north to E John St, to catch route 8

13

FNP Service

  • Route 13

Details

  • Current route 13 riders would see no change except a frequency improvement to every 15 minutes.
  • FNP route 13 would be the same as current route 13 between downtown and Seattle Pacific, but would be extended north to Fremont and Woodland Park.

14

FNP Service

  • Route 14 (All of route except portion east of 31 Ave S)

Details

  • FNP route 14 would be identical to current route 14 except that the portion east of 31 Ave S (the “Mount Baker tail”) would be deleted. Buses would originate and terminate at Mount Baker TC.
  • Passengers would notice a frequency improvement to every 15 minutes.
  • Passengers traveling to or from Mount Baker Boulevard could:
    • walk to revised route 14, at 31 Ave S and S McClellan St;
    • walk to Link or frequent routes 6, 7, or 48 at Mount Baker Station; or
    • walk to route 7, running every 10 minutes along Rainier Ave S, south of Mount Baker Station.

16

FNP Service

  • Route 16 (Most of route, south of N 92 St)
  • Route 58 (Some Stone Way passengers)
  • Routes 85, 86 (College Way and Meridian Ave N service)
  • Route 40 (Northgate Way N)
  • Routes 40, 73, 75, 87, 88 (5th Ave NE)

Details

  • FNP route 16 would be similar, but not identical, to current route 16 south of N 92 St. Changes would partially replace current route 26, and improve speed and reliability through Wallingford. Service on Stone Way N would be moved to Wallingford Ave N, while service on Kirkwood Pl N would be moved to Latona Ave NE. From N 92 St, FNP route 16 would proceed directly to Northgate Transit Center along 1st Ave NE. The current College Way and Northgate Way routing would be deleted.
  • Passengers would notice an improvement in frequency to every 15 minutes.
  • Passengers traveling to and from Stone Way could walk:
    • South to N 40th St & Stone Way N
    • East to Wallingford Ave N
    • West, to catch route 358 at Aurora Ave N and N 46 St
  • Passengers traveling to and from Kirkwood Pl N or Woodlawn Ave N south of N 65th St would walk three blocks east to Latona Ave NE.
  • Passengers traveling to and from North Seattle Community College would walk one block from N 92 St.
  • Passengers traveling to and from College Way N or Meridian Ave N could use routes 85 or 86 from Northgate TC.
  • Passengers traveling to Northgate Way N west of I-5 could use route 40, transferring at Northgate TC if necessary.
  • Passengers traveling to 5th Ave NE north of Northgate TC could use extremely frequent service from Northgate TC on any of several routes.

21

FNP Service

  • Route 21

Details

  • FNP route 21 would be almost identical to current route 21. Most passengers would see no difference except a slightly faster trip.
  • The only change is that FNP route 21 would access the West Seattle Bridge directly from Avalon Way SW (and exit directly to Avalon Way from the bridge), eliminating the current deviation to Chelan Ave SW. Riders could walk to Avalon Wy, or to Delridge Wy SW to catch route 120.

22

FNP Service

  • Route 59 (most of route)

Details

  • FNP route 59 would cover the Gatewood and Arbor Heights portions of current route 22, with a frequency improvement to every 30 minutes and a variety of new nonstop connections. The route would use a slightly modified version of current route 22 routing from Alaska Junction to 35 Ave SW; continue south on 35 Ave SW into Arbor Heights; and then return to Westwood Village on 26 Ave SW.
  • Route 59 would also provide one-seat crosstown connections to Admiral, Genesee Hill, White Center, South Park, Georgetown, and Rainier Beach.
  • The portion of route 22 traveling on SW Thistle St east of 35 Ave SW, and on 24th Ave SW, would be eliminated. Passengers traveling to or from that area could:
    • walk a maximum of six blocks to frequent service, along either 35 Ave SW (route 21) or Delridge Wy SW (route 120), or
    • walk south to Westwood Village, where routes 21, 54, 59, and 120 would all connect.

24

FNP Service

  • Route 24 (Magnolia Village, 28 Ave W)
  • Route 31 (34 Ave W, Discovery Park)

Details

  • FNP route 24 would use an entirely new routing in Magnolia, intended to allow for Magnolia’s first-ever frequent service and a new connection to Ballard. The route would run every 15 minutes. It would travel from the Magnolia Bridge directly into Magnolia Village along Magnolia Blvd W and Clise Pl W. From Magnolia Village, it would use W McGraw St to reach 28 Ave W, and then follow current route 24 routing to W Government Wy. Rather than doubling back on 34th Ave W, it would proceed east on W Government Wy and Gilman Ave W, using W Emerson St to reach the Ballard Bridge and continue to Ballard and Sunset Hill.
  • FNP route 31 would be a crosstown route roughly similar to current route 31, but would be extended in Magnolia to serve 34th Ave W between Magnolia Village and W Emerson St. It would then proceed on W Emerson St to the current route 24 terminal at the southern edge of Discovery Park. It would run every 15 minutes, providing frequent service to central and west Magnolia for the first time.
  • Peak-hour riders along 34th Ave W and W Viewmont Wy W could use an extended route 19 for one-seat peak service to downtown.  The extended route 19 would originate and terminate in Magnolia Village, serving both 34th Ave W and W Viewmont Wy in a loop.
  • Off-peak riders traveling from 34th Ave W or the Discovery Park terminal to downtown would use route 31, running every 15 minutes, and transfer to either:
    • Route 24 at Magnolia Village, running every 15 minutes, or
    • Route 15 at 15th Ave W & W Dravus St, running every 10 minutes.
  • The very few off-peak riders along W Viewmont Wy W would have to walk to either Discovery Park or Magnolia Village.

Special Uptown Note

  • FNP Route 24 would make the Uptown deviation currently made by the RapidRide D Line. FNP Route 15, the RapidRide D Line replacement, would no longer make the deviation. While allowing route 24 to make the deviation would have to be contingent on traffic signal priority improvements, the deviation would still inevitably add 3 to 6 minutes to trip times between Elliott Ave W and downtown. This runs against the FNP goal of speeding up service. On balance, though, it serves the most riders the most effectively.  Uptown, an extremely high-ridership area, 1) is reliant on a level of service higher than routes 1 and 13 can provide on their own, and 2) needs a frequent westbound connection to Elliott Ave W.  Thus, one Elliott Avenue route needs to deviate to Uptown.  Since ridership between downtown and Ballard alone on current RapidRide D is several times ridership to Magnolia on current route 24, and since there is alternative peak-hour service from Magnolia without the deviation, route 24 is the best candidate to meet this need while inconveniencing the fewest riders.
  • Riders to Magnolia Village would actually enjoy a faster trip than current route 24 provides, despite the deviation, because of the new streamlined Magnolia routing.
  • Current route 33, cancelled off-peak, would still run during peak hours.  It could run without stops between Magnolia and downtown. Route 33 could potentially operate in loop form, serving both 28 Ave W and Thorndyke Ave W in Magnolia and providing a fast peak-hour ride to those portions of Magnolia not served by the extended route 19 referenced above.

25

Deleted

FNP Service

  • Route 31 (Children’s Hospital terminal)
  • Routes 65, 75 (U-Village, UW Campus)
  • Route 48 (UW Campus to Montlake)
  • Route 35 (Harvard Ave E)
  • Route 70 (Eastlake)

Details

  • Current Route 25 would be deleted. Most portions of current route 25 not duplicated by other routes would not have replacement service, because they have extremely low ridership.
  • The terminal on the southeast side of Children’s Hospital would be served every 15 minutes by route 31, which would provide a frequent connection to Link at U-District Station. Laurelhurst riders would walk either to the route 31 terminal or to the route 44 terminal at the southwest corner of the hospital.
  • With some minor capital projects, it would be possible to extend FNP route 31 coverage somewhat further into Laurelhurst at very little operational cost.  Because of low ridership, I have not proposed this.
  • Service in Montlake would be provided every 10 minutes by route 48, running every 10 minutes along 24th Ave E, with transfers to Link at UW Station.
  • Service in the Eastlake area would be provided by Route 35, running every 15 minutes along Harvard Ave E and 10th Ave E, or Route 70, running every 15 minutes along Eastlake Ave E.

26

Deleted

FNP Service

  • Route 5 (Fremont and Dexter Aves N)
  • Route 31 (South Wallingford)
  • Route 16 (Wallingford & Latona)
  • Link, Route 78 (East Green Lake)

Details

  • Current route 26 would be deleted.
  • Service between Fremont and downtown via Dexter Ave N would be provided by FNP route 5, running every 15 minutes.
  • Service along N 35th St and N 40 St (east of Wallingford Ave N) would be provided by FNP route 31, running every 15 minutes, with transfers to route 5 or 40 at Fremont for continuing service to downtown.
  • Service in Wallingford north of 45th would be provided by route 16, which would run on Wallingford Ave N and Meridian Ave N south of N 56 St, and Latona Ave NE north of N 56 St.
  • Peak service on route 26 express, or a similar route, would most likely be retained.  Off-peak riders along the southern portions of Latona Ave NE could either walk west to route 16 or walk east to Link or U-District bus service.

27

Deleted

FNP Service

  • Route 3, First Hill Streetcar (Yesler Terrace)
  • Routes 3, 14 (Central District)
  • Routes 14, 27 (Leschi)

Details

  • Current route 27 would be deleted. Portions of the route between Yesler Terrace and upper Leschi are duplicative of routes 3 and 14.  Most other parts of the route would see some replacement service.
  • Service between downtown and Yesler Terrace would be provided by FNP route 3, which would move from James St to Yesler St.
  • Riders traveling to or from the Central District portion of Yesler could walk:
    • Three blocks south to route 14, running every 15 minutes along S Jackson St; or
    • West of 23rd Ave, four blocks north to route 3, running every 7-8 minutes along Jefferson St.
  • Riders in the upper part of Leschi would use route 14, running every 15 minutes along 31 Ave S and S Jackson St.
  • Riders in the Leschi business district and the area of lower Leschi north of S Lane St would use FNP route 2, running every 15 minutes to downtown via E Union St and E Pine St.  The extended route 2 would provide a slightly slower trip to downtown than current route 27, but would run twice as often, have later night service, and use a much safer routing between Leschi and the Central District.
  • Riders in lower Leschi south of S Lane St (of whom there are very few) could walk north to Lakeside Ave S and S Lane St to catch FNP route 2, or east to 31 Ave S to catch route 14.

28

FNP Service

  • Routes 5, 40 (Fremont and Dexter Ave N)
  • Route 28 (Leary Way NW & 8th Ave NW)

Details

  • FNP route 28 would be a truncated version of current route 28, providing service only between Whittier Heights and Fremont. At Fremont, buses would both drop off southbound passengers and pick up northbound passengers at the zone on southbound Fremont Ave N at N 34 St, and live-loop without laying over.
  • Service between Fremont and downtown via Dexter Ave N would be provided by FNP route 5, running every 15 minutes.
  • Peak-hour riders along 8th Ave NW would still have one-seat service to downtown on route 28 Express.
  • Off-peak riders traveling between downtown and 8th Ave NW would transfer at Fremont between route 28 and routes 5 or 40, which would be scheduled together to run every 7-8 minutes between Fremont and downtown.
  • With additional resources, it would be possible to lay over route 28 buses in Fremont, and implement a somewhat complex turnback loop that would allow route 28 buses to pick up northbound riders in the northbound zone rather than forcing those riders to cross Fremont Ave N.  (The old 28 Shuttle turnback is no longer available thanks to traffic revisions at the south end of the Fremont Bridge.) The turnback loop would consume enough time that it would require devoting four midday buses to route 28, rather than the three provided in the FNP. With the existing resources, I judged that achieving 15-minute frequency on the truncated route 28 was a higher priority than avoiding the street crossing for northbound passengers.

30

FNP Service

  • Route 31 (U-District, University Heights, Bryant)
  • Routes 71, 75 (Sand Point)

Details

  • A part of FNP route 31 would be very similar to the portion of route 30 between NE 55 St/Princeton Ave NE and the U-District, with a frequency improvement to every 15 minutes.  It would pass U-District Station on Brooklyn Ave NE for convenient transfers to Link.
  • Riders east of Princeton Ave NE could, as convenient:
    • Use route 75, running every 15 minutes, to reach the UW campus and the U-District;
    • Use route 71, running every 10 minutes, and transfer to Link for service to the U-District or downtown; or
    • Walk to Princeton Ave NE to catch route 31.

31

FNP Service

  • Route 31 (Most of route)
  • Route 24 (Fishermen’s Terminal)
  • Route 16 (Stone Way N & N 40 St west of Wallingford Ave N)
  • Routes 67 and 73 (UW Campus)

Details

  • FNP route 31 would be similar to current route 31, but with slight changes to routing in Magnolia and Wallingford, and a major change in the U-District. Entering and leaving Magnolia, route 31 would cross the railroad tracks using W Dravus St rather than W Emerson St. In Wallingford, service would use N 35 St and Wallingford Ave N, rather than Stone Wy N and N 40th St, partially replacing current route 26.
  • Riders along Stone Way N and N 40 St would have service on route 16, or could walk five or fewer blocks to the revised route 31.
  • In the U-District, the route would no longer travel through the UW campus. Instead, it would travel through the U-District on Brooklyn Ave NE, connecting with Link at U-District Station. It would then travel east, mostly along current route 30 routing, before terminating at Children’s Hospital.
  • Riders to the UW campus could walk to their campus destinations from the revised routing or could transfer to routes 67 or 73, which together would run every 7-8 minutes through the campus, at Campus Parkway & Brooklyn Av NE.

32

FNP Service

  • Route 24 (Uptown to Elliott connection)
  • Route 31 (Interbay to N 35 St/Stone Wy N)
  • Route 16 (Stone Way N & N 40 St west of Wallingford Ave N)
  • Routes 67 and 73 (UW Campus)

Details

  • FNP route 31 would be similar to current route 31, but with slight changes to routing in Magnolia and Wallingford, and a major change in the U-District. Thus, it would also be similar to the portion of current route 32 north and east of Interbay. Entering and leaving Magnolia, route 31 would cross the railroad tracks using W Dravus St rather than W Emerson St, replacing current route 32 service to W Dravus St. In Wallingford, service would use N 35 St and Wallingford Ave N, rather than Stone Wy N and N 40th St, partially replacing current route 26.
  • Riders traveling between Uptown and 15th Ave W would use route 24, transferring to route 15 to ride further north, or walk to route 15 on Elliott Ave W.
  • Riders traveling between Uptown and Fremont would use FNP route 13, transferring to FNP routes 31 or 44 to reach Wallingford.
  • Riders traveling between Uptown and the U-District would use routes 1, 13, or 24 to downtown, running at least every 7-8 minutes, and transfer to Link.
  • Riders along Stone Way N and N 40 St would have service on route 16, or could walk five or fewer blocks to the revised route 31.
  • In the U-District, route 31 would no longer travel through the UW campus. Instead, it would travel through the U-District on Brooklyn Ave NE, connecting with Link at U-District Station. It would then travel east, mostly along current route 30 routing, before terminating at Children’s Hospital.
  • Riders to the UW campus could walk to their campus destinations from the revised routing or could transfer to routes 67 or 73, which together would run every 7-8 minutes through the campus, at Campus Parkway & Brooklyn Av NE.

33

FNP Service

  • Route 24 (Service to downtown from Gilman Ave W and W Government Way)
  • Route 31 (Thorndyke Ave W)
  • Route 15 (Service along Elliott Ave W)

Details

  • The FNP anticipates that route 33 will turn into a peak-only route, either using its current routing or running in a one-way loop serving 28 Ave W northbound and Gilman Ave W/Thorndyke Ave W southbound.
  • Off-peak riders to or from Thorndyke Ave W could catch route 31, running every 15 minutes along Thorndyke, and transfer to route 15 (running every 10 minutes) at W Dravus St to reach downtown; or they could walk uphill to 28 Ave W and catch route 24, running every 15 minutes.
  • Off-peak riders along Gilman Ave W or W Government Way could catch route 24, running every 15 minutes. (Riders on Gilman south of W Emerson St or on Government west of 30 Ave W would have to walk to route 24, four blocks or fewer.)
  • There would be no replacement service to Texas Way or the north end of Discovery Park.

36

FNP Service

  • Routes 34, 35 (Between Beacon Hill Station and S Jackson St)
  • Link (Between Beacon Hill Station and downtown)
  • Route 35 (South of Beacon Hill Station)
  • Route 14 (Between S Jackson St and downtown)

Details

  • FNP routes 34 and 35 would run in a scheduled common corridor, providing service every 7-8 minutes between Beacon Hill Station and 12 Ave S/S Jackson St. This would represent an improvement from the current 10-minute service in the corridor, which is the portion of current route 36 with the highest ridership.
  • FNP route 35 would be identical to current route 36 from the Othello terminal to 12 Ave S and S Jackson St. At that point, rather than heading downtown, the route would continue north on 12 Ave S, eventually serving Capitol Hill and the University District.
  • After descending from Beacon Hill, FNP route 34 would travel along Jackson St between 12 Ave S and the waterfront, then continue north along the waterfront. Current route 36 riders traveling between Beacon Hill and the western International District would use route 34.
  • Riders between Beacon Hill and downtown would in most cases have a faster trip walking to or transferring to Link than they do on current route 36.
  • Riders between the International District and downtown could use FNP route 14, running every 15 minutes, or walk to the Downtown Seattle Transit Tunnel to catch Link.

40

FNP Service

  • Route 40

Details

  • FNP route 40 would be similar to current route 40 between downtown and Northgate; the only changes would be in South Lake Union and near Northgate. The route would be extended from Northgate to Lake City using current route 75 routing, and would terminate at the current route 41 terminal behind Fred Meyer.
  • In South Lake Union, buses would operate both ways on Westlake Ave N, and therefore would operate inbound on Lenora St rather than Bell St.
  • Near Northgate, the route would no longer deviate to serve North Seattle Community College. It would operate on N Northgate Way and 1st Ave N, partially replacing current route 16 service on Northgate Way. This change would be intended to make route 40 into a consistent, legible crosstown service on Northgate Way and N 105th St, deviating only as needed to reach the Northgate Transit Center.
  • Riders to and from North Seattle Community College could:
    • walk from Northgate Way;
    • transfer at Northgate Way/Meridian Av N to FNP routes 85 and 86, together running every 15 minutes;
    • transfer to routes 16, 85, or 86 at Northgate Transit Center;
    • or (hopefully) walk between Northgate Transit Center and the college on Sound Transit’s planned pedestrian bridge across I-5.
    • Current route 40 riders not traveling to or from Northgate Community College would see essentially no change beyond a likely improvement in night frequency.
  • With additional resources, this route would be a prime candidate for an upgrade to all-day, 10-minute service.  To relieve current reverse-peak overcrowding between Ballard and downtown, two steps could be taken in the meantime:
    • All trips would be operated with articulated hybrid equipment, taken from deleted routes 71, 72, and 73.
    • Trips on current reverse-peak route 62, which sees very low ridership north of South Lake Union, could be revised with minimal effort to be short trips on route 40, enhancing reverse-peak frequency on the most heavily used part of the route to 10 minutes.

41

Deleted

FNP Service

  • Link (between downtown and Northgate)
  • Route 75 (between Northgate and NE 125 St)
  • Route 40 (between Northgate and Fred Meyer)

Details

  • The portion of current route 41 with extremely high ridership, between Northgate Transit Center and downtown, would be replaced by Link.
  • Most of the remaining portion of route 41 would be replaced by a portion of FNP route 75, running every 15 minutes along 5 Ave NE and NE 125 St.
  • FNP route 75 would continue along NE 125 St to Sand Point Way, rather than serving Fred Meyer at NE 130 St. Service between Northgate and Fred Meyer would be provided by FNP route 40, running every 15 minutes and using NE Northgate Way and Lake City Way NE to reach the Fred Meyer terminal.
  • Link service between Northgate and downtown would be substantially faster than off-peak route 41 service and approximately as fast as peak route 41 service.

43

Deleted

FNP Service

  • Route 47 (between downtown and Summit)
  • Link (between downtown, Broadway/E John St, and UW Hospital)
  • Route 8 (local service along E John St and E Thomas St)
  • Route 48 (local service along 23 Ave E and 24 Ave E)

Details

  • Route 43 would be deleted. All current route 43 riders would be served by a combination of route 47, Link, route 8, and route 48, all running more frequently than current route 43 service.
  • Riders between Summit and downtown would use route 47, running every 15 minutes along Summit and Bellevue Avenues and Pike and Pine Streets.
  • Riders traveling between Summit and Capitol Hill would use route 8, running every 10 minutes.
  • Riders traveling between Broadway and either downtown or UW would use Link from Capitol Hill Station.
  • Riders traveling between E John St or E Thomas St on Capitol Hill and either downtown or UW would use route 8, running every 10 minutes, and transfer to Link in the appropriate direction at Capitol Hill Station. Given the very poor speed of current route 43, many of these trips (especially to and from downtown) would be faster than current one-seat trips, even counting transfer wait time.
  • Riders traveling between the southern portion of 23 Ave E and downtown could take route 12, running every 10 minutes, at 23 Ave E/E Madison St.
  • Riders traveling between UW and either Montlake or 23 Ave E would use route 48, running every 10 minutes.
  • Riders traveling between Montlake and downtown could use route, 48 running every 10 minutes, and then transfer either:
    • to Link at UW Hospital (the fastest way, for most trips);
    • to route 12, running every 10 minutes, at E Madison St; or
    • to route 2, running every 15 minutes, at E Union St.

44

FNP Service

  • Route 44 (Portion of route west of NE 45 St/15 Ave NE)
  • Link, route 48 (Portion of route between U-District Station and UW Hospital)

Details

  • FNP route 44 would duplicate current route 44 between the U-District and Ballard, with a frequency improvement to every 10 minutes.  From the U-District, rather than operating between U-District Station and UW Hospital, the route would continue east on NE 45 St to University Village and Children’s Hospital, terminating at a new terminal on the west side of Children’s Hospital.
  • Current route 44 riders not traveling south/east of 15 Ave NE/NE 45 St would notice no change except for the frequency improvement.
  • Route 44 riders traveling to the southern UW campus or UW Hospital could transfer to:
    • Link, at U-District Station;
    • Routes 67 and 73, running every 7-8 minutes from U-District Station into the UW Campus; or
    • Route 48, running every 10 minutes along 15 Ave NE.

47

FNP Service

  • Route 47

Details

  • Current route 47 would be unchanged along its current routing, but would be extended to King Street Station along 1st Ave and S Jackson St. There would be a major frequency improvement to every 15 minutes, because route 47 would be replacing a portion of current frequent route 43, and also to accommodate 1st Ave demand downtown.
  • Current route 47 riders would see no change except for the major frequency improvement and the improved connections provided by the extension.

48 North

Deleted

FNP Service

  • Route 71 (Most of route between Loyal Heights and Roosevelt)
  • Route 16 (at East Green Lake)
  • Link, route 73 (between Roosevelt and U-District)
  • Route 44 (between U-District and UW Hospital)

Details

  • A portion of FNP route 71, which runs every 10 minutes, is similar to the portion of current route 48 between Loyal Heights and Roosevelt. The only differences are faster routing through Green Lake and a different turnback loop in Loyal Heights. The Green Lake routing would use 5th Ave NE; Banner Wy NE; and the ramps for the NE 80th St/N 85 St interchange with I-5, saving 4-5 minutes per trip compared with current routing.
  • Riders traveling between the U-District or UW Hospital and the portion of the route north and west of Roosevelt would transfer between FNP route 71 and Link at Roosevelt Station. Given the slow speed of current route 48 along 15 Ave NE, and the faster routing of route 71 in the Green Lake area, most of these trips would be faster than current one-seat trips on route 48.
  • Riders traveling between Roosevelt and U-District or UW Hospital would use Link.
  • Riders traveling between E Green Lake Wy and UW could:
    • Use Route 16 and transfer (with a short walk) to Link at Roosevelt;
    • Walk north to N 85 St or east to 5 Ave NE to catch route 71, for a faster transfer to Link;
    • Walk to the E Green Lake terminal of route 78, and transfer to Link at Roosevelt;
    • Use Route 16 and transfer to route 44 at Wallingford; or
    • Walk west to Aurora Ave N to catch route 58, and transfer to Route 44 at Aurora Ave N/N 46 St.
  • Current route 48 riders along 15 Ave NE could use route 73 to reach U-District or UW Campus, transferring to route 48 to travel further south if needed.

48 South

FNP Service

  • Route 48

Details

  • FNP Route 48 would be largely identical to current route 48 South, although with a frequency improvement to 10 minutes. It would travel between Mt. Baker Station and the U-District. Routing would change slightly at Mt. Baker Station for more friendly transfers to Link and routes 6 and 7.
  • Current route 48 South riders who do not travel north of U-District would see no change, aside from a frequency improvement to 10 minutes and slightly easier transfers at Mt. Baker.

49

FNP Service

  • Route 35 (Most of route, between U-District and Broadway)
  • Link, routes 2, 10 (between Broadway and downtown)
  • Route 70 or other U-District service (for travel within U-District)

Details

  • A portion of FNP route 35 would be similar to current route 49 between Campus Parkway and Broadway. In the U-District, route 35 would terminate on Campus Parkway, not continuing further north in the U-District. From Broadway and Pine, route 35 would not proceed to downtown like current route 49; instead, it would travel east on Pine Street and south on 12th Avenue, eventually reaching the eastern International District and Beacon Hill.
  • Riders traveling between Broadway or 10th Ave E and the northern U-District could:
    • Use Link to U-District Station;
    • Use route 35, and walk from Campus Parkway to the U-District destination; or
    • Use route 35, and transfer at Campus Parkway to route 70 (which would use current route 49 routing in the U-District) or other abundant, frequent north-south bus service.
  • Riders traveling between Pine Street and the U-District could:
    • Walk to Broadway and use Link or Route 35; or
    • Travel to Westlake Station on route 2 or 10, running every 7-8 minutes together, and transfer to Link.
  • Riders traveling between Pine Street and downtown would use routes 2 or 10, running every 7-8 minutes together.

50

FNP Service

  • Route 50 (Most of route)
  • Route 52 (for riders on Genesee St and in Youngstown)
  • Route 7, Link (for riders in south Seward Park and on Othello St)
  • Route 44 (between U-District and UW Hospital)

Details

  • FNP route 50 is similar to current route 50, but with three changes and a frequency improvement to every 15 minutes. In West Seattle, the route would access the West Seattle Bridge directly from Avalon Way; replacement service along Genesee Street and in Youngstown would be provided by route 52, running every 15 minutes. FNP route 50 would no longer serve the VA loop, although it would stop directly next to the VA driveway. In Seward Park, the route would terminate at Seward Park Ave S and S Orcas St, no longer serving Seward Park Ave S south of that point or S Othello St.
  • Most riders would notice no changes except a frequency improvement and a faster trip.
  • Riders traveling to or from S Genesee St or Youngstown could use route 52 to reach Alaska Junction, or use route 52 and transfer to route 21 or 50, each running every 15 minutes, on Avalon Way SW to reach Sodo.
  • Riders traveling to the VA Hospital would have to walk into the hospital campus from Columbian Wy S.
  • Riders in south Seward Park could walk to S Orcas St to catch route 50 or walk to Rainier Ave S to catch route 7, running every 10 minutes. Riders along S Othello St could walk to route 7 or Link.

60

Deleted

FNP Service

  • First Hill Streetcar, route 35 (Service between Broadway and International District)
  • Route 7 (Service between western First Hill and International District)
  • Route 34 (Portion of route between International District and Georgetown)
  • Route 59 (Portion of route between Georgetown and Westwood Village)

Details

  • Current route 60 would be deleted. No route would exactly follow its current routing between Broadway and the International District, but several routes would provide service between current route 60 destinations north of S Jackson St. FNP route 34, running every 15 minutes, would use current route 60 routing between the International District and Georgetown, except that it would not serve the VA loop. FNP route 59, running every 30 minutes, would use routing similar to current route 60 between Georgetown and Westwood Village.
  • Riders traveling between Broadway and the International District or Yesler Terrace could use the First Hill Streetcar, running every 15 minutes.
  • Riders traveling between Broadway and north Beacon Hill could use route 35, running every 15 minutes.
  • Riders traveling between Harborview or Yesler Terrace and Beacon Hill could transfer at 12 Ave S/S Jackson St between either route 7 or the First Hill Streetcar and routes 34 or 35, all running very frequently.
  • Riders traveling between the International District and north Beacon Hill would use routes 34 or 35, running every 7-8 minutes combined.
  • Riders traveling between west Beacon Hill and either the International District or Georgetown would use route 34, running every 15 minutes.
  • Riders traveling to the VA Hospital would have to walk into the hospital campus from Columbian Wy S and 15 Ave S.
  • Riders traveling between north Beacon Hill and South Park, White Center, or Westwood Village could use Link, and transfer to route 132 in Sodo (for South Park) or route 120 downtown (for White Center or Westwood Village).
  • Riders between Georgetown and points south would notice a minor change in routing in Georgetown. Route 59 buses would use Ellis Av S in both directions for the sake of speed.
  • Riders in the Olson-Myers Park and Ride would need to catch route 59 on Olson Pl SW. Ideally, SDOT would install a new traffic signal at the P&R’s north entrance to make crossing Olson Pl SW easier.
  • Riders on the southern segment of current route 60 would, unfortunately, see a frequency decrease to every 30 minutes on FNP route 59. Ridership on the southern segment does not warrant service every 15 minutes, at least initially; the portion of route 59 south and east of Westwood Village would be a good candidate for an upgrade to frequent service if more funds became available.

61

Deleted

FNP Service

  • Route 24 (All of route except service to North Beach)

Details

  • A portion of FNP route 24, running every 15 minutes, would replace all of current route 61 except the North Beach loop. No replacement all-day service would be provided in the North Beach loop, although route 18 would continue to provide peak-hour service.
  • Most route 61 riders would see a frequency improvement and new one-seat connections to Magnolia, Uptown, and downtown.
  • Off-peak riders in the North Beach loop would need to walk to NW 85 St, where they could catch route 40 or route 24, as convenient.

65

FNP Service

  • Route 65 (Most of route south of NE 85 St)
  • Route 78 (Portion of route north of NE 75 St)
  • Routes 31 and 75 (Children’s Hospital)

Details

  • FNP route 65 would be similar to the portion of current route 65 south of NE 85 St, except that it would no longer make the Children’s Hospital deviation.  The route would terminate at the NE 85 St terminal currently used by route 71.
  • Route 65 riders north of NE 85 St would use FNP route 78, also running every 15 minutes, which would use NE 75 St to reach Roosevelt Station from Wedgwood.  Riders to U-District or downtown would transfer between route 78 and Link at Roosevelt Station.  Riders to UW Campus could either:
    • transfer to Link at Roosevelt Station; or
    • transfer to route 65 at 35 Ave NE and either NE 75 St or NE 85 St
  • Most current route 65 riders south of NE 85 St would notice only a frequency improvement to 15 minutes and a faster trip.
  • Riders along 35 Ave NE south of NE 75 St traveling to or from Lake City could:
    • walk to NE 75 St and catch route 78, if convenient; or
    • transfer between routes 65 and 78, each running every 15 minutes, on 35 Ave NE at NE 75 St or NE 85 St.
  • Riders north of NE 75 St would have new one-seat connections to Jackson Park and Shoreline on FNP route 78.
  • Riders traveling between Children’s Hospital and the UW Campus or the U-District could use routes 31 or 75, both running every 15 minutes.
  • Riders traveling between Children’s Hospital and Lake City could use route 75, running every 15 minutes.
  • Riders traveling between Children’s Hospital and Wedgwood could transfer between routes 75 or 31 and route 65, all running every 15 minutes, along NE 45 St.

66

Deleted

FNP Service

  • Route 67 (Portion of route between Northgate and U-District)
  • Route 70 (Portion of route between U-District and downtown)

Details

  • FNP route 67 would provide service every 15 minutes along 5 Ave NE and Roosevelt Wy NE between Northgate and the U-District.
  • FNP route 70 would provide service every 15 minutes via Eastlake Ave E and Fairview Ave N between the U-District and downtown.  No replacement service would be provided along Eastlake Ave E south of its intersection with Fairview Ave N.
  • Riders traveling between Maple Leaf or Roosevelt and downtown could use route 67, and transfer to Link at Northgate, Roosevelt, or U-District stations, as convenient.
  • Riders traveling to destinations along Eastlake Ave E south of its intersection with Fairview Ave N would ride route 70 and walk from Fairview Ave N, a distance of one to four blocks.

67

FNP Service

  • Route 67

Details

  • FNP route 67 would be almost identical to current route 67. The only change is that it would use Brooklyn Ave NE in the U-District between NE 47 St and Campus Parkway, in order to serve U-District Station.
  • Most riders of current route 67 would notice no change except a frequency improvement to 15 minutes.
  • Riders traveling to or from Roosevelt Way NE south of NE 47 St would walk to Brooklyn Ave NE.

68

Deleted

FNP Service

  • Route 69 (Portion of route along 25th Ave NE)
  • Route 78 (Portion of route along NE 75th St)
  • Routes 67, 73 (Portion of route along Roosevelt Wy NE)

Details

  • Route 68 would be deleted. FNP route 69, running every 15 minutes, would connect 25 Ave NE with Montlake Blvd and UW Hospital. FNP route 78, running every 15 minutes, would connect NE 75 St with Roosevelt Station, for continuing service to UW or Northgate.
  • Riders along Roosevelt Way NE would walk 1/4 mile either east, to catch route 73 on 15 Ave NE, or west, to catch route 67 along 5 Ave NE. Both routes would run every 15 minutes.
  • Riders traveling from 25 Ave NE to the upper UW Campus would use route 69, and either:
    • walk from Montlake Blvd NE up the stairs onto the campus; or
    • transfer to routes 65 or 75, running every 7-8 minutes combined, at 25 Ave NE & Pend Oreille Wy NE.

70

FNP Service

  • Route 70

Details

  • FNP route 70 would be identical to current route 70, except that it would be a full-time route, and turn back at NE 47 St & 12 Ave NE. (FNP route 48 would use the current route 70 turnback).
  • Current route 70 riders south of NE 45 St would notice no changes. Riders north of NE 45 St could walk less than two blocks to NE 45 St.

71

FNP Service

  • Link (Service between Roosevelt, U-District, and downtown)
  • Route 70 (Local service along Eastlake Ave E and Fairview Ave N)
  • Route 71 (East-west service along NE 65 St)
  • Routes 65, 78 (Service to current route 71 terminal in Wedgwood)

Details

  • FNP route 71 would provide local crosstown service running every 10 minutes on NE 65 St from Magnuson Park/Sand Point to Roosevelt Station. (From Roosevelt Station, it would continue west on a modified version of the current route 48 North routing.)
  • North-south service between Roosevelt, the U-District, and downtown would be provided by Link. Riders traveling between NE 65th St and the U-District or downtown would transfer to Link at Roosevelt Station. Trips between NE 65th St and downtown would generally be faster than trips using current route 71 express or local, even including transfer time.
  • Riders traveling from 50 Ave NE or 55 Ave NE would need to walk either to NE 65 St to catch route 71, or to 40 Ave NE and NE 75 St to catch route 78 (running every 15 minutes).
  • Riders traveling between Wedgwood  and the western U-District or downtown would use route 78, running every 15 minutes, and transfer to Link at Roosevelt Station. Riders traveling between Wedgwood and the UW Campus or UW Hospital would use route 65, running every 15 minutes.

72

Deleted

FNP Service

  • Link (Service between Roosevelt, U-District, and downtown)
  • Route 70 (Local service along Eastlake Ave E and Fairview Ave N)
  • Route 69 (Local service along Lake City Way and in Ravenna)
  • Route 73 (Local service along 15 Ave NE)
  • Route 78 (Connection between Roosevelt, Ravenna Ave NE, Meadowbrook, and Lake City)
  • Routes 40, 75 (Connecting service from Lake City to Link)
  • Route 522 (Express service along Lake City Way, stopping at NE 80 St)

Details

  • Route 72 would be deleted. There would be no direct replacement service, but trips currently using route 72 would be provided in several other ways.
  • North-south service between Roosevelt, the U-District, and downtown would be provided by Link. Trips on Link between Roosevelt and downtown would generally be faster than trips using current route 72 express or local, even including transfer time from local bus service.
  • Riders traveling between Lake City and Link stations (including U-District, UW Hospital, and downtown) would ride Link to Northgate and transfer to route 40 or 75, each providing service every 15 minutes between Northgate and Lake City.
  • Riders traveling between Ravenna and either Lake City or the UW Campus would use route 69, running every 15 minutes.
  • Riders traveling between Roosevelt and either Ravenna or Meadowbrook (including Hale High School) would use route 78, running every 15 minutes.
  • Riders traveling between Lake City and 15th Ave NE could use either Sound Transit route 522 (which would have a new stop at NE 80th St) or route 40 to reach 15th Ave NE, and transfer there to route 73, running every 15 minutes, to reach final destinations along 15th Ave NE.

73

FNP Service

  • Link (Service between Roosevelt, U-District, and downtown)
  • Route 70 (Local service along Eastlake Ave E and Fairview Ave N)
  • Route 73 (Local service along 15th Ave NE south of NE Northgate Way)
  • Routes 87 and 88 (Local service along 15th Ave NE north of NE Northgate Way)

Details

  • North-south service between Roosevelt, the U-District, and downtown would be provided by Link. Trips on Link between Roosevelt and downtown would generally be faster than trips using current route 73 express or local, even including transfer time.
  • FNP route 73, running every 15 minutes, would provide local service along 15th Ave NE between NE Northgate Way and NE 47 St. In the U-District, the route would use Brooklyn Ave NE between NE Campus Pkwy and NE 47 St, to serve U-District Station. It would serve the UW Campus; it would not continue downtown.  Riders traveling downtown would transfer to Link.
  • FNP routes 87 and 88, running every 15 minutes combined, would provide local service along 15th Ave NE between Northgate Way and Jackson Park. Riders in this area would transfer to Link at Northgate Station, or route 73 at Roosevelt Wy NE/NE Northgate Way, to reach route 73 destinations further south.

75

FNP Service

  • Route 75 (Most of route; portion between UW Campus and Lake City)
  • Route 40 (Portion of route between Lake City and Northgate)

Details

  • From the UW Campus to NE 125 St/Lake City Way NE, FNP route 75 would be identical to current route 75, except for a frequency improvement to every 15 minutes. From Lake City Way to Northgate Transit Center, FNP route 40 would use the same routing as current route 75, running every 15 minutes.
  • FNP route 75 would continue to travel between Northgate and Lake City, but would use current route 41 routing, running on 5 Ave NE and NE 125 St.
  • Riders traveling only on the portion of the route south of Lake City, or only on the portion of the route west of Lake City, would notice no change except the frequency improvement.
  • Riders traveling between NE Northgate Way and the portion of current route 75 south of Lake City could transfer between routes 40 and 75 at Lake City Way NE/NE 125 St.
  • Due to the much faster travel time of Link, some riders currently taking long trips on route 75 to reach the UW Campus or the U-District would find it faster to ride to Northgate instead, transferring to Link at Northgate Station.

99

Deleted

FNP Service

  • Route 34 (Belltown, Waterfront and S Jackson St)
  • Route 47 (1st Avenue between Pioneer Square and Pike Place Market)

Details

  • Route 99 would be mostly replaced by FNP route 34, running every 15 minutes all day, which would travel from a terminal near the Space Needle to the International District via Broad St, Alaskan Wy, and S Jackson St. Route 34 would use this routing in both directions, rather than a unidirectional loop.
  • Service along 1st Avenue between Pioneer Square and Pike Place Market would be provided by route 47, running every 15 minutes in both directions.

106

FNP Service

  • Route 106 (Portion of route between Rainier Beach Station and Renton)
  • Route 107 (Service on 51 Ave S in Rainier Beach)
  • Route 59 (Portion of route between Rainier Beach and Georgetown via South Beacon Hill)
  • Route 124 (Portion of route between Georgetown and downtown)

Details

  • FNP route 106 would be a truncated version of current route 106, but with frequency doubled to every 15 minutes. Between Renton and upper Rainier Beach, it would be identical to current route 106. From upper Rainier Beach to its terminal on S Henderson St next to Rainier Beach High School, it would use current route 107 routing, providing a much faster connection to Link for most riders.
  • Riders traveling between downtown and either Skyway or upper Rainier Beach would use Link and transfer to route 106 at Rainier Beach Station.
  • Riders traveling between 51 Ave S and Skyway or upper Rainier Beach would have a slightly longer trip, or could ride route 107 to destinations on 51 Ave S.
  • Riders traveling to or from South Beacon Hill would use route 59, running every 30 minutes. The route would provide transfer opportunities to Link at Rainier Beach Station; to route 35, running every 15 minutes, at S Myrtle St; and to route 124, running every 15 minutes, in Georgetown. With increased resources, the portion of route 59 east of Westwood Village would be a prime candidate for service every 15 minutes.
  • Riders traveling to or from Airport Way S would use route 124, running every 15 minutes.

107

FNP Service

  • Route 107
  • Routes 7, 106 (Routing between Rainier Beach and Rainier Beach Station)
  • Route 59 (Portion of route between Rainier Beach and Georgetown via South Beacon Hill)
  • Route 124 (Portion of route between Georgetown and downtown)

Details

  • FNP route 107 would be very similar to current route 107, with only two differences. First, the route would use current route 106 routing in Rainier Beach, terminating at Rainier Beach Station. Second, the southbound deviation to S Leo and S Avon Sts in Rainier View would be eliminated, with the route using Beacon Ave S in both directions.
  • Most northbound riders transferring to Link would have approximately a 2-minute longer trip. Southbound riders would have similar trip times to current route 107.  The reason is to replace the 51 Ave S service pattern of current route 106, while providing faster trips for more riders.
  • Riders along S Leo St and S Avon St would walk no more than four blocks to Beacon Ave S.

120

FNP Service

  • Route 120

Details

  • FNP route 120 would be identical to current route 120 except for slightly streamlined routing in White Center and a frequency improvement to 10 minutes.
  • Riders in White Center would catch buses on 17 Ave SW (or 16 Ave SW south of S 100 St), rather than 15 Ave SW.
  • Riders not traveling to or from White Center would notice no change aside from the frequency improvement.

125

Deleted

FNP Service

  • Route 120 (service between Youngstown and downtown)
  • Route 52 (service between Youngstown, Pigeon Point, and South Seattle CC)
  • Routes 55, 128 (service along 16 Ave SW south of South Seattle CC)

Details

  • Current route 125 would be deleted. Service along its entire length, however, would become more frequent, with a more complete span of service.
  • Service along 16 Ave SW and through Pigeon Point would be provided by FNP routes 52 and 55, which would be through-routed with each other at South Seattle CC, and would run every 15 minutes  during the day with a full span of night and weekend service. Additional service south of South Seattle CC would be provided by FNP route 128, running every 30 minutes.
  • Riders in Pigeon Point and along 16 Ave SW (north of Dumar Wy SW) would have one-seat service on routes 52 and 55, running every 15 minutes, to Youngstown; the Triangle; Alaska Junction; central Delridge; High Point; Morgan Junction; Admiral; and Seacrest Dock.
  • Riders traveling between downtown and Pigeon Point or 16 Ave SW (north of Dumar Wy SW) could transfer between routes 52 or 55 and route 120, running every 10 minutes all day. Transfers would be available from route 120 both:
    • to and from route 52 at Youngstown; and
    • to and from route 55 at Delridge Wy SW/SW Orchard St.
  • Riders along 16 Ave SW south of Dumar Wy SW could:
    • catch route 128, running every 30 minutes (with a full span of service) with service to White Center and Boulevard Park; or
    • walk four blocks to Delridge Wy SW, where they could catch route 120, running every 10 minutes, with service to Youngstown and downtown.

128

FNP Service

  • Route 55 (Portion of route between North Admiral and South Seattle CC)
  • Route 128 (Portion of route between South Seattle CC and Tukwila Int’l Boulevard Station)
  • RapidRide F, other local south end service (Portion of route between TIBS and Southcenter)

Details

  • FNP route 55 would use routing identical to that of current route 128 between North Admiral and South Seattle Community College, but would improve frequency to every 15 minutes
  • 7-8 minute service would be provided along California Ave SW between Admiral Junction and Alaska Junction, which is a scheduled common corridor with routes 50 and 55.
  • FNP route 128 would be similar to current route 128 between South Seattle Community College and Tukwila International Boulevard Station, but with simplified routing in White Center and North Highline. Buses would use 16 Ave SW between South Seattle CC and SW 107 St, and would then use SW 107/108 St all the way between 16 Ave SW and 1 Ave S.
  • Replacement service along and near S Roxbury St would be provided by routes 59 and 131.
  • Riders traveling to and from the Greenbridge area would walk a maximum of three blocks to 1 Ave S or SW 108 St.
  • Direct service between Tukwila International Boulevard and Southcenter would be provided by RapidRide F, running every 15 minutes, or by alternate local service. This portion of route 128 would be replaced. (Replacement service could be a revised version of route 156, providing improved north-south local connections in the Tukwila area, but that is beyond the scope of this proposal.)

131

FNP Service

  • Route 131

Details

  • FNP route 131 would be the same as current route 131 except for slightly simplified routing in North Highline.
  • Riders not traveling to or from North Highline would notice no changes.
  • Buses in North Highline would use SW 108 St between 1 Ave S and 8 Ave S.
  • Riders in the Greenbridge area would walk a maximum of three blocks to 1 Ave S or SW 108 St.

132

FNP Service

  • Route 132

Details

  • FNP route 120 would be similar to current route 132, but would improve frequency to 15 minutes, and eliminate the diversion to serve Highline Medical Center Specialty Campus, speeding service in Boulevard Park.
  • Riders traveling to or from the Highline Medical Center Specialty Campus, or nearby areas, could:
    • use route 128, running every 30 minutes, to connect to Link at Tukwila International Boulevard Station; or
    • walk approximately 1/2 mile to FNP route 132.

Routing Note

  • I feel the Boulevard Park area is one that is particularly poorly served by transit, but also difficult to serve well, because destinations are not aligned along natural corridors. I particularly welcome ideas for how best to structure Boulevard Park service to improve frequency, coverage, and speed while maintaining necessary connections to South Park, Burien, and Tukwila International Boulevard. FNP route 132 would be fast and frequent for those riders relatively close to it, but would leave a meaningful number of Boulevard Park riders with a long walk to reach it. Alternatives such as current route 132 come closer to more riders, but are slow, inefficient, and illegible.

331

FNP Service

  • Route 81

Details

  • FNP route 81 would be broadly similar to current route 331, but with simplified routing in the area immediately north of Shoreline Community College, and with an extension to Bothell.
  • Route 81 would operate without turns along Dayton Ave N between Shoreline Community College and Richmond Beach Road. The current serpentine routing to serve Fremont Ave N and Shorewood High School would be deleted. Riders traveling to or from Shorewood High School would walk one block to Dayton Ave N to catch route 331.
  • Service would be extended to downtown Bothell along Bothell Wy NE, providing a crosstown connection between Bothell and Richmond Beach, and partially replacing deleted route 372 service. Route 81 would not travel into Kenmore P&R, remaining on Bothell Way NE in both directions.

General Note about Shoreline Local Service

This proposal does not restructure Shoreline local service aside from minor streamlining efforts and making current peak-only route 330 into all-day service (a portion of route 78). The opportunity to do a major restructure of Shoreline local service will come when Link stations open in Shoreline. Since the date of Link’s arrival in Shoreline is currently uncertain but will be no earlier than 2023, I decided not to incorporate it into this proposal.


345

FNP Service

  • Route 85

Details

  • FNP route 85 would be a simplified version of current route 345. It would eliminate the deviations to serve the North Seattle CC parking lot; the Northwest Hospital entrance; and the Four Freedoms front door. Eliminating all of these deviations would save 8-10 minutes per trip between Northgate and Shoreline CC, significantly speeding service.
  • Riders at North Seattle CC would catch routes 85 or 86 on College Way N.
  • Riders at Northwest Hospital would catch routes 85 or 86 on Meridian Ave N at N 115 St, at the southeast corner of the hospital campus.
  • Riders at Four Freedoms would catch route 85 along N 130 St.

General Note about Shoreline Local Service

This proposal does not restructure Shoreline local service aside from minor streamlining efforts and making current peak-only route 330 into all-day service  (a portion of route 78). The opportunity to do a major restructure of Shoreline local service will come when Link stations open in Shoreline. Since the date of Link’s arrival in Shoreline is currently uncertain but will be no earlier than 2023, I decided not to incorporate it into this proposal.


346

FNP Service

  • Route 86

Details

  • FNP route 86 would be identical to current route 346. Current route 346 riders would experience no changes, aside from more even trip spacing in the common corridor with route 345 south of N 130 St.

General Note about Shoreline Local Service

This proposal does not restructure Shoreline local service aside from minor streamlining efforts and making current peak-only route 330 into all-day service  (a portion of route 78). The opportunity to do a major restructure of Shoreline local service will come when Link stations open in Shoreline. Since the date of Link’s arrival in Shoreline is currently uncertain but will be no earlier than 2023, I decided not to incorporate it into this proposal.


347

FNP Service

  • Route 87

Details

  • FNP route 87 would be very similar to current route 347, with two minor changes. Routing at Northgate would be simplified to speed up service, using NE 103 St rather than NE 100 St. Routing in Mountlake Terrace would use 56 Ave SW rather than Cedar Wy S between 244 St SW and 236 St SW.
  • Riders traveling to or from Group Health or Aljoya could either walk from Northgate TC or use route 67, running every 15 minutes between Northgate TC and NE 100 St.
  • The routing change in Mountlake Terrace is intended to speed service between 15 Ave NE and Mountlake Terrace TC, prioritizing King County residents seeking to transfer to express service at Mountlake Terrace TC over Snohomish County residents living in the apartment communities along Cedar Way SW. Residents along Cedar Way SW would be served by Community Transit local service.

General Note about Shoreline Local Service

This proposal does not restructure Shoreline local service aside from minor streamlining efforts and making current peak-only route 330 into all-day service  (a portion of route 78). The opportunity to do a major restructure of Shoreline local service will come when Link stations open in Shoreline. Since the date of Link’s arrival in Shoreline is currently uncertain but will be no earlier than 2023, I decided not to incorporate it into this proposal.


348

FNP Service

  • Route 88

Details

  • FNP route 88 would be almost identical to current route 348, with just one change: routing at Northgate would be simplified to speed up service, using NE 103 St rather than NE 100 St.
  • Riders traveling to or from Group Health or Aljoya could either walk from Northgate TC or use route 67, running every 15 minutes between Northgate TC and NE 100 St.

General Note about Shoreline Local Service

This proposal does not restructure Shoreline local service aside from minor streamlining efforts and making current peak-only route 330 into all-day service  (a portion of route 78). The opportunity to do a major restructure of Shoreline local service will come when Link stations open in Shoreline. Since the date of Link’s arrival in Shoreline is currently uncertain but will be no earlier than 2023, I decided not to incorporate it into this proposal.


358 (to be RapidRide E Line)

FNP Service

  • Route 58

Details

  • FNP route 58 would be identical to the proposed RapidRide E line, except that frequency would improve to every 10 minutes, and the route would remain on Aurora Ave N northbound as well as southbound in the Green Lake area.
  • The proposal to remain on Aurora northbound would require pedestrian safety improvements at the N 64 St and N 70 St crossings, which would need to be greater in scope than just signalized crosswalks. Various traffic calming measures could be employed to slow northbound car traffic from the fast portion of Aurora through Woodland Park, while southbound car traffic (coming from a slower portion of Aurora) should be easier to manage with signals.

372

FNP Service

  • Route 69 (portion of route between UW Campus and Kenmore P&R)
  • Route 81, ST Route 522 (portion of route between Kenmore and Woodinville)

Details

  • FNP route 69 would be similar to the portion of route 372 between Kenmore and the UW Campus, but would run every 15 minutes, and would make all local stops.
  • Route 69 would not travel into the UW campus, but would remain on Montlake Blvd NE south of Pend Oreille Rd NE. It would terminate at NE Pacific Pl, across from UW Station and UW Hospital. Riders traveling to the upper UW Campus could either:
    • walk from Montlake Blvd NE onto the campus; or
    • transfer to routes 65 or 75, running every 7-8 minutes combined, at 25 Ave NE & Pend Oreille Wy NE.
  • To provide workable speed of service, route 69 would need to undergo a stop diet along Lake City Way NE south of NE 125 St and along its entire length on Ravenna Ave NE and 25 Ave NE. Stops would be more frequent than on current route 372 but less frequent than on current routes 68 and 72.
  • Riders traveling between UW and Bothell or Woodinville could transfer between ST Route 522 (or FNP route 81, for Bothell riders) and route 69 along Bothell Wy NE or Lake City Wy NE.
  • After Link opens at Northgate, it seems likely that ST might restructure route 522 to terminate at Roosevelt Station, at least off-peak. In that case, riders between UW and areas north of Lake City would likely be best served by using route 522 to transfer to Link, rather than using FNP route 69. In such a case, shortening FNP route 69 to terminate at NE 145th St, rather than at Kenmore P&R, might be the most efficient service arrangement.

Copyright 2013 David Lawson. This material is licensed under the Creative Commons CC-BY-SA 3.0 license. You may freely modify and share it as long as this attribution remains.

v. 1.2.1
2013-09-04

Written by David L.

July 30, 2013 at 19:27

Posted in FNP, FNP Reference

Frequent Network Plan – Route Descriptions

with 2 comments

What is this?

This is basic information on each of the all-day routes included in the Frequent Service Plan. If your all-day route is not listed here, then it would be replaced, renumbered, or deleted; see the Current Service document for details. This list does not include any routes that do not provide local service to some portion of the City of Seattle, or any peak-only routes. Some portions of the Frequent Service Plan would require some adjustments to peak-only service; in the interest of time and what brevity can be achieved, they are only listed when critically important to understanding the plan.


Links to Specific Routes

Very Frequent Routes and Common Corridors (7-8 Minutes)

2 + 10 | Pike/Pine
3 | Yesler Terrace/Jefferson
4 + 13 | North Queen Anne
5 + 40 | Fremont
13 + 24 | Uptown
14 + 34 | Jackson
34 + 35 | North Beacon Hill
50 + 55 | California
65 + 75 | UW Campus

Very Frequent Routes (10 Minutes)

7 | Boren/Rainier
8 | Denny
12 | Madison
15 | Elliott/15th Ave W
44 | 45th North/Market
48 | 23rd Ave
54 | West Seattle Main Line
58 | Aurora
71 | NE 65th/N 85th Crosstown
120 | Delridge/Ambaum

Frequent Routes and Common Corridors (15 Minutes)

2 | E Union St
4 | East Queen Anne
5 | Fremont/Greenwood
6 | MLK Jr Way
10 | 15th Ave E
13 | Queen Anne/Fremont
14 | Jackson/31st Ave S
16 | Wallingford
21 | 35th Ave SW
24 | Magnolia/Sunset Hill
28 | 8th Ave NW
31 | Ship Canal Crosstown
34 | Waterfront/Beacon Hill
35 | Broadway/Beacon Hill
40 | Fremont/Ballard/Northgate/Lake City
50 | Admiral/Columbia City Crosstown
52 | Youngstown Crosstown
55 | California/High Point
65 | 35th Ave NE
67 | Roosevelt
69 | 25th Ave NE/Lake City
70 | Fairview/Eastlake
73 | 15th NE/Maple Leaf
75 | Sand Point/NE 125th
78 | NE 75th St
85 + 86 | Meridian
87 + 88 | 15th NE/Jackson Park
106 | Renton Ave
124 | Airport/East Marginal
132 | 4th Ave S/South Park/Boulevard Park

Coverage Routes (30 Minutes)

1 | West Queen Anne
59 | South Seattle Crosstown
79 | Shoreline Crosstown
81 | 3rd Ave NW/Ballinger
85 | NE 130th St/Greenwood
86 | Meridian
87 | 15th Ave NE
88 | North 185th
128 | White Center/Boulevard Park
131 | Highland Park/1st Ave S


Explanation of Items

Current service

These are current routes, at least part of which would be served by the FNP route being described.

Base daytime frequency

This would be the frequency of the route during weekdays off-peak and Saturdays. If the frequency is bold, it means it is an improvement compared to current service on at least part of the route. Sunday frequency would likely be lower; I don’t know exactly how much lower. Peak frequency would be higher on routes with heavy peak demand, and lower at peak hour in the peak direction on a couple routes where peak demand in the corridor is heavily satisfied by faster peak-only service.

Base night frequency

This would be the frequency of the route in the earlier part of the night, from roughly 7:30 p.m. to roughly 10:30 p.m. If the frequency is bold, it means it is an improvement compared to current service on at least part of the route.  Frequency would drop after 10:30 p.m., as it does in the current network, unless substantial new resources were found to continue all runs into the late night rather than having them start returning to base.

Destinations

These are the destinations served by the route, listed in order from the more central end of the route to the more peripheral one, or west to east if neither terminal is more central than the other.

Through-routes

A route is “through-routed” when it “turns into” another route at one end without stopping. Through-routes save a very large number of hours and reduce congestion in busy central areas, but have some negative impact on reliability, especially if one of the routes involved is very long or unreliable.

Night routing changes

Some routes would adopt routing changes (usually truncation) at night because of limited resources.

Technical hurdles

These are physical, technical, and/or bureaucratic obstacles that would need to be overcome before service as envisioned by the plan could be started. There may well be additional obstacles not listed here, and you are encouraged to bring them up.

Type of equipment

This would be the type of equipment generally expected to operate the route. Of course, some trips could use differing equipment, particularly at peak hours or late at night.  And, by 2021, some of this equipment will be replaced; for lack of a crystal ball, I’m using current equipment (with the exception of the 35′ hybrid coaches that are on order, which are perfect for a few of these routes).


1

Current service

1, 2N

Base daytime frequency

30 minutes

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 24)

Destinations

  • Downtown
  • Belltown
  • Uptown
  • West Queen Anne

Details

Largely the same as current route 1. Northbound, extended along existing trolley wire on W Fulton St, 8th Ave W, and W Raye St to current route 2N turnback loop, to partially replace deleted Route 2N. Lays over in Queen Anne at 6th Ave W & W McGraw St. Off-peak, lays over downtown at 3rd Ave S & S Main St.

Through-routes

None (daytime, off-peak)
Route 3 turnback trips (peak hour), downtown at 3rd Ave
Route 131 (night), downtown at 3rd Ave

Technical hurdles

Trolley wire: Construction of new trolley wire eastbound on Denny Way from 1st Ave to 3rd Ave, and southbound on 3rd Ave from Denny Way to Broad Street. This would also benefit route 13.

New terminal: The EB zone on W McGraw St at 6th Ave W would need to be approved for use as a terminal.

Type of equipment

40-foot trolley (41)
40-foot diesel (32) (night only)


2

Current service

2S, 10, 11, 27, 49

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 10)

Base night frequency

20 minutes (10 minutes on scheduled common corridor with route 10)

Destinations

  • Downtown
  • Pike/Pine
  • Central District (Union)
  • Madrona
  • Denny Blaine
  • Leschi

Details

Would originate at a new Leschi terminal at Lakeside Ave S and S Lane Street, using Lake Washington Blvd to reach Madrona Park.  Would use same routing as current route 2S in Madrona and the Central District, between Madrona Park and 14th Ave & Union St; 14th Ave from Union St to Pine St; and current route 10 routing (including the downtown live-loop) from 14th Ave & Pine St to downtown. This route, together with the 10, would be part of a 7.5-minute frequent service corridor on Pine St.

Technical hurdles

Trolley wire (easy): Two blocks of new bidirectional trolley wire would need to be constructed on 14th Ave between Pike St and Union St.

New terminal: A new terminal would need to be established in Leschi.  Southbound buses on Lakeside Ave S would turn right on S Lane St; left on 35 Ave S to a new terminal immediately farside S Lane St; and then make a very sharp left turn from 35 Ave S onto Lakeside Ave S.  Parking would need to be eliminated on the entire short block of 35 Ave S between S Lane St and Lakeside Ave S.  SDOT might need to install an operator-triggered traffic signal to allow the sharp left turn from 35 Ave S onto Lakeside Ave S to be made safely, because of limited visibility on Lakeside Ave S.  As with the current terminal, the new terminal would be negotiable only by 40-foot coaches.  With one additional bus and additional funding to build trolley wire, it would be possible to extend the route further, to the current route 27 terminal.  There is very little additional ridership to be gained south of S Lane St, however.

Trolley wire (difficult): New trolley wire would need to be built along Lake Washington Blvd and Lakeside Ave S between the current Madrona Park route 2S terminal and the new southern terminal at 35 Ave S/S Lane St.

Street reclassification: SDOT would need to reclassify 14th Ave between Pike St and Union St as a Minor or higher transit street.

Type of equipment

40-foot trolley (41)


3

Current service

3S, 4S

Base daytime frequency

7-8 minutes (from downtown to 21st Ave & James St)
15 minutes (remainder of route)

Base night frequency

15 minutes

Destinations

  • Downtown
  • Yesler Terrace
  • First Hill
  • Central District (Cherry)
  • Madrona

Details

Largely the same as current route 3S, except the planned move from James to Yesler is implemented.

Through-routes

Route 4 (all hours, from full-length trips), downtown at 3rd Ave
Route 13 (daytime only, from turnback trips), downtown at 3rd Ave
Route 1 (peak hour), downtown at 3rd Ave

Technical hurdles

Trolley wire: New bidirectional trolley wire would need to be constructed from 3rd Ave and Yesler Wy to 9th Ave and Jefferson St, via Yesler Wy, 8th Ave, and 9th Ave.

Street reclassification: SDOT would need to reclassify the street segments listed above as Major or higher transit streets.

Possible cost-saving measures

Delay construction of new trolley wire. This would have a negative impact on afternoon reliability for routes 1, 3, 4, and 13.

Type of equipment

40-foot trolley (41)
40-foot diesel (32) (on turnback trips, if new route 13 wire is not installed)


4

Current service

3N, 4N, 13

Base daytime frequency

15 minutes

Base night frequency

15 minutes

Destinations

  • Downtown
  • Belltown
  • Seattle Center
  • East Queen Anne
  • North Queen Anne
  • Seattle Pacific

Details

Same as current route 3N from downtown to Queen Anne Ave N & McGraw St. Then proceeds on current route 13 routing to the Seattle Pacific terminal loop.

Through-routes

Route 3 full-length trips, downtown at 3rd Ave

Technical hurdles

Trolley wire: A siding wire would need to be constructed on Cremona St for Seattle Pacific layovers.

Type of equipment

40-foot trolley (41)


5

Current service

5, 26, 28

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Downtown
  • Westlake
  • Fremont
  • Woodland Park
  • Phinney
  • Greenwood
  • Shoreline (CC)

Details

Same as current routes 26 and 28 from downtown to Fremont Ave N & N 34th St, with the exception of using Lenora rather than Bell inbound for consistency with revised route 40. Continues north on Fremont Ave N and west on N 50th St (43rd/Phinney deviation deleted). Same as current route 5 from Phinney Ave N & N 50 St to Shoreline Community College. This route and route 40 would be scheduled for even departure spacing northbound through downtown and southbound at Fremont Ave N and N 34th St.

Through-routes

Route 21, downtown at 3rd Ave

Technical hurdles

Street reclassification: SDOT would need to reclassify Fremont Ave N between N 46 St and N 50 St, and N 50 St between Fremont Ave N and Phinney Ave N, as Major or higher transit streets.

Type of equipment

60-foot diesel (28)


6

Current service

8S, 11

Base daytime frequency

15 minutes

Base night frequency

30 minutes

Destinations

  • Madison Valley
  • Central District
  • MLK Jr Way
  • Mount Baker (TC)
  • Othello
  • Rainier Beach
  • Boeing Access Road

Details

New north-south route from Madison Valley to Rainier Beach and northern Tukwila via the MLK Jr Way corridor, partially replacing current route 8S. Begins at new turnback near Madison St & 23rd Ave, with terminal northbound on 22 Ave farside E Olive St. Continues on MLK Jr Wy until Boeing Access Rd S; the only deviation is a pass through Mount Baker TC in both directions (eliminates current Central District deviation). Crosses I-5 on Boeing Access Rd S to southern terminal westbound on S 112 St nearside Tukwila International Blvd S.

Through-routes

Route 8 (nights only), at Madison Valley

Technical hurdles

New terminal: A new layover would need to be constructed on 22 Ave., in front of the Safeway entrance. This would eliminate a loading zone. Parking would also need to be eliminated NB on 22 Ave between the layover and Madison St.

Street reclassification: SDOT would need to reclassify E Olive St between 23 Ave and 22 Ave, and 22 Ave between E Olive St and E Madison St, as Minor or higher transit streets.

Type of equipment

40-foot hybrid (70)


7

Current service

7, 60, 205

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • South Lake Union
  • First Hill
  • International District (East)
  • Rainier Avenue S
  • Mount Baker (TC)
  • Columbia City
  • Hillman City
  • Rainier Beach

Details

The current portion of route 7 north/west of 12th Ave S and S Jackson St is deleted and replaced with an extension north along Boren Ave and Fairview Ave N to a South Lake Union terminal at Westlake Ave N & N Republican St. Largely similar to current route 7 from Rainier Beach to S Jackson St & 12 Ave S, except that it serves Rainier Beach Station rather than the Rainier Ave S/Seward Park Ave S loop. Does not serve Prentice St loop; southern terminal is on S Henderson St nearside MLK Jr Wy S, for Link transfers at Rainier Beach Station.

Technical hurdles

Trolley wire: Would require construction of new trolley wire along Boren Ave from Broadway to Fairview Ave N; along S Henderson St between Rainier Ave S & MLK Jr Way S; and for a terminal loop in South Lake Union.
Dieselization would be an acceptable alternative as well, given the mediocre suitability of the route for trolley equipment.

Street reclassification: SDOT would need to reclassify Harrison St and Republican St between Fairview Ave N and Westlake Ave N as Minor or higher transit streets.

Through-routes

Route 59 (nights only; only half of trips), at Rainier Beach Station

Type of equipment

60-foot trolley (42) (daytime, if new wire installed)
60-foot hybrid (26) (nights, or at all times if no new wire installed)


8

Current service

8N, 11, 43

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • Uptown
  • Seattle Center
  • South Lake Union
  • Summit
  • Capitol Hill
  • Madison Valley

Details

Same as current route 8N from Queen Anne Ave N and Mercer St to Madison Valley. Would use a new turnback on E Arthur Pl in Madison Valley, with a terminal eastbound on E Madison St farside MLK Jr Wy E.

Through-routes

Route 6 (nights only; only half of trips), at Madison Valley

Technical hurdles

Trolley wire: Ideally this route would be electrified, requiring construction of new trolley wire along Denny Way from 1st Ave N to E Olive Wy, and along E John St and E Madison St from 23rd Ave E to the Madison Valley terminal.

New turnback loop: Parking on the west side of E Arthur Pl would need to be eliminated.

Street reclassification: SDOT would need to reclassify E Arthur Pl as a Minor or higher transit street.

Type of equipment

60-foot hybrid (68)


10

Current service

10, 11, 49

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 2)

Base night frequency

20 minutes (10 minutes on scheduled common corridor with route 2)

Destinations

  • Downtown
  • Pike/Pine
  • Capitol Hill
  • Volunteer Park

Details

Essentially the same as current route 10, except extended north two blocks to a new turnback on E Olin Pl, replacing the current unsafe turnback loop on Grandview Pl E with a far safer alternative that was originally designed as a streetcar turnback. This route, together with route 2, would be part of a 7.5-minute frequent service corridor on Pine St.

Technical hurdles

Trolley wire: Would require construction of new trolley wire on 15th Ave E between E Garfield St and E Olin Pl, and on E Olin Pl itself.

New turnback loop: A few parking spots on E Olin Pl would need to be eliminated.

Street reclassification: SDOT would need to reclassify 15th Ave E between E Garfiled St and E Olin Pl, and E Olin Pl itself, as Minor or higher transit streets.

Type of equipment

40-foot trolley (41)


12

Current service

12, 11

Base daytime frequency

10 minutes

Base night frequency

20 minutes

Destinations

  • Downtown
  • First Hill
  • Madison St
  • Seattle University
  • Madison Valley
  • Madison Park

Details

“Madison BRT.” This route would operate along the Madison corridor from Colman Dock to Madison Park, with dedicated transit lanes crossing First Hill from 7th Ave to 14th Ave E. New trolley wire would need to be constructed along E Madison St from 19th Ave E to the Madison Park terminal. Routing at the Madison Park terminal would be slightly changed to use E Howe St rather than E Blaine St as currently used by route 11, coming closer to the Madison Park commercial area while avoiding some operation on narrow streets. Routing downtown, still a live-loop, would ideally extend to Colman Dock. During peak hours, additional trips would be needed to First Hill, and would use the current turnback at 13th Ave and E Pine St.

Night routing changes

At night, would be through-routed with route 47 at 1st Ave and Marion St.  Buses would not serve Alaskan Way.

Technical hurdles

Trolley wire: Would require construction of new trolley wire along E Madison St from 19th Ave E to the Madison Park terminal. Trolley equipment would be essential to effective operations on the high-ridership segment of the route between downtown and First Hill.

Street reclassification: SDOT would need to reclassify E Madison St between 19th Ave E and E Howe St, and E Howe St between E Madison St and 43 Ave E, as Major or higher transit streets.

Type of equipment

40-foot trolley (41)


13

Current service

2N, 13, 5, 31, 32

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 24)

Base night frequency

20 minutes

Destinations

  • Downtown
  • Belltown
  • Uptown
  • Queen Anne
  • North Queen Anne
  • Seattle Pacific
  • Fremont
  • Woodland Park

Details

Largely the same as current route 13 from downtown to Seattle Pacific. From Seattle Pacific, extends east and north to Woodland Park Zoo, using Nickerson St, the Fremont Bridge, Fremont Ave N, N 46th St, and Phinney Ave N. North terminal would be at Woodland Park Zoo.

Through-routes

3 turnback trips, downtown at 3rd Ave (daytime only)

Technical hurdles

Trolley wire:
Construction of new trolley wire from Seattle Pacific to Woodland Park Zoo, including crossing the Fremont Bridge.
Construction of new trolley wire eastbound on Denny Way from 1st Ave to 3rd Ave, and southbound on 3rd Ave from Denny Way to Broad Street. This would also benefit route 1.

Street reclassification: SDOT would need to reclassify Fremont Ave N between N 46 St and N 50 St, and N 50 St between Fremont Ave N and Phinney Ave N, as Major or higher transit streets.

New terminal: A new terminal would need to be constructed on eastbound N 50 St, farside Evanston Av N. This would require the elimination of a few parking spots.

Type of equipment

40-foot trolley (41)
40-foot diesel (32) (if new trolley wire is not installed)


14

Current service

7, 14, 36

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Downtown
  • International District
  • Central District (Jackson)
  • Leschi
  • Mt. Baker (TC)

Details

Same as current route 14, except that the portion east of 31st Ave S (the Mount Baker tail) is deleted.

Through-routes

Route 70, downtown at 3rd Ave

Type of equipment

60-foot trolley (42)


15

Current service

RapidRide D, 15X

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • Downtown
  • Belltown
  • Elliott
  • Interbay
  • Ballard (15th)
  • Crown Hill
  • Whittier Heights

Details

Same as current RapidRide D, except without the Queen Anne deviation. Instead, remains on Denny Way, Western Ave, and Elliott Ave from 1st Ave N and Denny Way to Elliott Ave W and W Mercer Pl.

Through-routes

Route 54, downtown at 3rd Ave

Type of equipment

60-foot three-door hybrid (60)


16

Current service

5, 16, 26

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Downtown
  • Wallingford
  • Tangletown
  • East Green Lake
  • North Green Lake
  • Licton Springs
  • North Seattle Community College
  • Northgate (TC)

Details

“Splits the difference” between current routes 16 and 26 in Wallingford, while providing a faster connection to Northgate. Uses route 5 routing from downtown to Bridge Wy N and N 38 St. In Wallingford, uses Bridge Wy N, N 40 St, Wallingford Ave N, N 45th St, Meridian Ave N, N 56th St, and Latona Ave N. This routing places most riders of current routes 16 and 26 within easy walking distance of revised route 16, and would be faster and more reliable than current routing. Uses current route 16 routing from Woodlawn Ave N and Ravenna Blvd N to N 92nd St and College Way. Proceeds directly from that point to Northgate TC via N 92nd St.

Through-routes

Route 124, downtown at 3rd Ave

Technical hurdles

Street reclassification: SDOT would need to reclassify N 56 St between Kirkwood Pl N and Latona Ave N as a Minor or higher transit street.

Type of equipment

60-foot hybrid (68)


21

Current service

21

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Downtown
  • International District (West)
  • Sodo
  • Avalon
  • 35th Ave SW
  • High Point
  • Westwood Village

Details

Much the same as current route 21, but eliminates the Chelan/Spokane deviation in both directions.

Through-routes

Route 5, downtown at 3rd Ave

Type of equipment

60-foot diesel (28)


24

Current service

1, 2N, 13, 19, 24, 32, 33, 40, 61, RapidRide D

Base daytime frequency

15 minutes (7.5 minutes on scheduled common corridor with route 13)

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 1)

Destinations

  • Downtown
  • Belltown
  • Uptown
  • Magnolia Village
  • North Magnolia
  • East Magnolia
  • Ballard
  • Ballard Locks
  • Sunset Hill
  • Loyal Heights

Details

Mostly new route connecting downtown, Uptown, Magnolia Village, East Magnolia, Ballard, and Sunset Hill. Southbound starting at the current route 48 terminal at Loyal Heights, travels to 15th Ave NW and NW Leary Way along current route 61 routing; crosses the Ballard Bridge and travels north-south through Magnolia on a new routing (below); then crosses the Magnolia Bridge and continues downtown using current RapidRide D routing. In Magnolia, from north to south, enters Magnolia on W Emerson St; continues around the northern edge of Magnolia on Gilman Ave W and W Government Wy; continues south on 29th Ave W and 28th Ave W using current route 24 routing through 28th Ave W and W McGraw St; serves Magnolia Village via W McGraw St and 32nd Ave W; and continues directly onto Magnolia Bridge using Clise Pl W and Magnolia Blvd W. The feasibility of the Queen Anne deviation would depend on the ability to secure more aggressive transit signal priority than currently exists for southbound buses at the intersection of Elliott Ave W and W Mercer Pl.

Magnolia Note: I am quite aware that the Queen Anne deviation, even with operational improvements, will slow travel times to and from 28th Ave W in Magnolia. (Travel times for Magnolia Village riders will be faster despite the deviation, because of the new Magnolia routing.) Moving the deviation from the much-higher-ridership route 15 to route 24, however, best balances the interests of the highest number of riders. Existing peak-hour service on routes 19 and 33 would continue. Neither of these routes would use the Queen Anne deviation. In addition, if 28th Ave W peak demand is sufficient, some peak-hour, peak-direction “24 Express” trips could be added. Those would not use the Queen Anne deviation, not stop on Elliott, and travel from downtown to 28th and 34th Aves W only.

Through-routes

Route 132, downtown at 3rd Ave

Technical hurdles

Street reclassification: SDOT would need to reclassify Magnolia Blvd W and Clise Pl W between 28 Ave W and W McGraw St, as well as W McGraw St between 32 Ave W and 28 Ave W, as Minor or higher transit streets.

Signal priority: Signal priority in and near Uptown would be critical for this route to be viable as replacement service for current routes 24 and 33.

Type of equipment

40-foot diesel (32)
(Will require some 60-foot hybrid trips (26) during peak hour)


28

Current service

28

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Fremont
  • 8th Ave NW
  • Whittier Heights

Details

Covers only the portion of current route 28 from Fremont to Whittier Heights, using current route 28 routing. The southern terminal of the route would be southbound Fremont Ave N nearside N 34th St (unlike previous route 28 shuttles, the route would avoid crossing the Fremont Bridge to turn back). Buses would turn back using N 34th St and Evanston Ave N. Peak passengers traveling downtown would use route 28 express (which would be renumbered) or route 40. Off-peak passengers traveling to downtown or Belltown would transfer at Fremont to either route 5 or route 40, which would have staggered departures at 7-8 minute intervals.

Technical hurdles

New turnback loop: A few parking spots would need to be eliminated on N 34th St and Evanston Ave N to provide turn clearance for buses.

Street reclassification: SDOT would need to reclassify N 34th St between Fremont Ave N and Evanston Ave N, and Evanston Ave N between N 34th St and N 36th St, as Minor or higher transit streets.

Type of equipment

35-foot hybrid (13)


31

Current service

24, 30, 31, 32, 33

Base frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Children’s Hospital/Laurelhurst
  • Bryant
  • University Heights
  • University District
  • Wallingford
  • Fremont
  • Seattle Pacific
  • Interbay
  • East Magnolia
  • Magnolia Village
  • Discovery Park

Details

Begins in Laurelhurst at the current route 25 terminal. Proceeds north on 47 Ave NE to NE 55 St, from which it proceeds along current route 30 routing into the University District.  Uses Brooklyn Ave between NE 50 St and  Campus Parkway. Uses current route 31 routing from Campus Parkway to Wallingford Ave N and N 40 St. Uses current route 26 routing from that point to N 35th St and Stone Way N, and then rejoins current route 31 routing to W Nickerson St. From W Nickerson St, proceeds south on 15th Ave W, and crosses into Magnolia on W Dravus St (rather than W Emerson St). Continues south along the east side of Magnolia on 20th Ave W and Thorndyke Ave W, using current route 31 routing to access Magnolia Village. From Magnolia Village, continues north on 34th Ave W and west on W Emerson St, to the terminal of current routes 19 and 24.

Through-routes

Route 75, in the University District at UW Campus

Technical hurdles

Terminal: The current Children’s Hospital terminal is not designed for a 60-foot coach. 60-foot coaches will be needed on this route during much of the day because of heavy loads between the University District and Fremont. Some curb work would have to be done to ensure a 60-foot coach could make the turn from eastbound NE 45th St into the terminal.

Street classification: 47 Ave NE, currently a Local transit street, would need to be reclassified by SDOT as a Minor transit street or higher.

Difficult turn: The right turn from the SB 15th Ave W ramp to WB W Dravus St is currently difficult for coaches to make safely from one lane, and it is necessary to make the turn from one lane because of the design of the traffic signal cycle. Some restriping of W Dravus St to provide additional clearance to turning coaches could resolve this issue.

Type of equipment

60-foot hybrid (26)


34

Current service

9X, 7, 36, 60, 99

Base daytime frequency

15 minutes (7.5 minutes on scheduled common corridor with route 35)

Base night frequency

20 minutes (10 minutes on scheduled common corridor with route 35)

Destinations

  • Seattle Center
  • Bell Harbor
  • Waterfront
  • Pioneer Square
  • International District
  • North Beacon Hill
  • West Beacon Hill
  • Georgetown

Details

Southbound, begins at new terminal loop using newly restored street grid east of the Space Needle, with a terminal southbound on Taylor Ave N farside Harrison St. (The routing for the northern half of the route relies on the north portal project.) Follows Broad Street and the new Alaskan Way to S Jackson St, proceeding eastbound on Jackson from the waterfront. Uses current route 60 routing from 12th Ave S and S Jackson St to 13th Ave S & S Bailey St, but deletes the VA Hospital deviation. From 13th Ave S & S Bailey St, continues west on S Bailey St and S Michigan St to a turnback and terminal using 4th Ave S, E Marginal Wy S, and S Michigan St.

Technical hurdles

New terminal loops: The north-end terminal would require removal of some angled parking spots currently planned for the rebuilt Taylor Ave N to accommodate the terminal zone. The south-end terminal would require a new zone on NB East Marginal Way S, between 4th Ave S and S Michigan St.

Waterfront right-of-way: There are not currently bus or BAT lanes planned for the new Alaskan Way. They are likely necessary to achieve reasonable speed and reliability, at least in the vicinity of Colman Dock.

Trolley wire: In the long term, this route would be a good candidate for electrification. Most of the route, however, is not currently electrified, so it would likely run initially with diesel equipment.

Type of equipment

60-foot diesel (28)


35

Current service

9X, 25, 36, 49, 60

Base daytime frequency

15 minutes (7.5 minutes on scheduled common corridor with route 34)

Base night frequency

20 minutes (10 minutes on scheduled common corridor with route 34)

Destinations

  • U-District
  • North Capitol Hill
  • Broadway
  • Seattle University
  • International District (East)
  • North Beacon Hill
  • Central Beacon Hill
  • NewHolly
  • Othello

Details

Southbound, follows current route 49 routing from Campus Parkway NE to Seattle Central Community College. From SCCC, travels east on Pine St to 12th Ave, and then continues south on 12th Ave to S Jackson St. Uses current route 36 routing from 12th Ave S and S Jackson St to Othello Station. In the University District, uses the turnback at Campus Parkway NE and University Wy NE, not proceeding further north.

Technical hurdles

Trolley wire: Trolley wire would need to be built on 12th Ave between Pine St and Boren Ave S. The route could be run on Broadway to Boren Ave to avoid construction of this wire, although a Broadway routing would be redundant with the First Hill Streetcar and 12th Ave is in need of transit service.

Type of equipment

60-foot trolley (42)


40

Current service

16, 40, 75

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Stadium
  • Downtown
  • Belltown
  • South Lake Union
  • Westlake
  • Fremont
  • Ballard
  • Crown Hill
  • Northgate
  • Victory Heights
  • Lake City

Details

Northbound, same as current route 40 from Sodo to Northgate Way N and Meridian Ave N, except for using Westlake Ave N in both directions through South Lake Union, and using Lenora St rather than Bell St inbound as a result. Continues east on Northgate Way N/NE and south on 1st Ave NE to Northgate TC, serving Northgate North and Northgate Mall rather than North Seattle Community College. From Northgate, the route is extended east on Northgate Way NE and north on Lake City Way NE to the current route 72 terminal next to Fred Meyer. This route and route 5 would be scheduled for even departure spacing northbound through downtown and southbound at Fremont Ave N and N 34th St.

Technical hurdles

Two-way operation: The small stretch of Westlake Ave N between 9th Ave N and Mercer St would need conversion to two-way operation.

Type of equipment

60-foot hybrid (26)


44

Current service

44

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • Children’s Hospital
  • University Village
  • University District
  • Latona
  • Wallingford
  • Woodland Park
  • Ballard
  • Ballard Locks

Details

The portion of the route between Ballard and NE 45 St/15 Ave NE is unchanged from current route 44.  From 15 Ave NE, continues east on NE 45 St to a new terminal northbound on 40 Ave NE between NE 45 St and Sand Point Way NE.

Through-routes

None

Technical hurdles

Trolley wire: Would require installation of new trolley wire along NE 45 St, including the 45 St Viaduct, between 15 Ave NE and 40 Ave NE.  That project would also include a reconfiguration of the wire in the NE 45 St/15 Ave NE intersection.  Alternately, the route could be converted to hybrid operation, which would save meaningful operational resources because of the extremely long deadheads trolleys would need to use to reach both terminals.

Terminal: Would require removal of a few parking spots northbound on 40 Ave NE next to Children’s Hospital to make room for a new terminal northbound on 40 Ave NE.  Also, safe operation in the turn from northbound 40 Ave NE onto southwestbound Sand Point Wy NE leaving the terminal would require revision of the traffic signal at that intersection.

Type of equipment

60-foot trolley (42)
60-foot hybrid (26) (if new trolley wire not installed)


47

Current service

43, 47, 99

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Pioneer Square
  • 1st Avenue
  • Downtown
  • Summit

Night routing changes

At night, would be through-routed with route 12 at 1st Ave and Marion St.  Buses would not serve Pioneer Square or King Street Station.

Details

Identical to current route 47 between Summit and the downtown Pike/Pine couplet. Would be extended south on 1st Ave to S Jackson St, where it would turn back at the trolley turnback across S Jackson St from King Street Station in a live loop.

Type of equipment

40-foot trolley (41)


48

Current service

4S, 48S

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • U-District
  • UW Hospital
  • Montlake
  • Madison Valley
  • Central District
  • Judkins Park
  • Mt. Baker (TC)

Details

Largely the same as current route 48S between the University District and Mt. Baker TC. Would use the current route 70 terminal in the University District. Would feature a short extension near Mt. Baker TC to make transfers to Link and routes 6 and 7 easier.

Through-routes

None

Technical hurdles

Trolley wire: Trolley wire would optimally be built on 23rd Ave, from E John St to E Cherry St and from S Dearborn St to Rainier Ave S.

Type of equipment

60-foot trolley (42) (if new wire installed)
60-foot hybrid (26) (otherwise)


50

Current service

21, 50

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Alki
  • Admiral Junction
  • Alaska Junction
  • Sodo
  • West Beacon Hill
  • Columbia City
  • Lakewood
  • Seward Park

Details

Similar to current route 50, with detail changes. The portion east and south of S Orcas St in Seward Park is deleted. Routing is streamlined between the Alaska Junction and Sodo to use the West Seattle Bridge rather than S Genesee St, to avoid duplicating route 52.

Type of equipment

35-foot hybrid (13)


52

Current service

37, 50, 128, 125

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Lower Genesee
  • Alaska Junction
  • Triangle
  • Avalon
  • Youngstown
  • Pigeon Point
  • South Seattle Community College

Details

Provides a new east-west crosstown connection within West Seattle, as well as frequent connections for riders of current route 125 to downtown and other West Seattle service. Eastbound, begins with a loop on Erskine Way SW, 49th Ave SW, and SW Alaska St, providing frequent service from southern Genesee Hill up the steep hill to the Alaska Junction. Continues east on SW Alaska St to 35th Ave SW & SW Avalon Way, then on SW Genesee St to Delridge Way, and then via current route 125 routing through Pigeon Point to South Seattle Community College.

Through-routes

Route 55, at South Seattle Community College

Technical hurdles

Street classification: SDOT would need to reclassify Erskine Way SW between SW Edmunds St and SW Brandon St, and SW Genesee St between SW Avalon Wy and Delridge Wy SW (which already has service on current route 50) as Minor or higher transit streets.

Type of equipment

35-foot hybrid (13)


54

Current service

RapidRide C

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • Downtown
  • Triangle
  • Alaska Junction
  • Morgan Junction
  • Fauntleroy
  • Westwood Village

Details

Identical to current RapidRide C service except for the elimination of the deviation to Avalon Wy SW, instead using Fauntleroy Wy SW in both directions to connect West Seattle Bridge to 35th Ave SW and SW Avalon Wy.

Through-routes

Route 15, downtown

Type of equipment

60-foot three-door hybrid (60)


55

Current service

50, 55, 125, 128, 773

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • South Seattle Community College
  • Delridge (Orchard)
  • High Point
  • Morgan Junction
  • Alaska Junction
  • Admiral Junction
  • North Admiral
  • Seacrest Dock

Details

Travels on California Ave SW from the Seacrest Dock to the Morgan Junction, with only a minor deviation to serve stops at the Alaska Junction. Uses current route 128 routing from Admiral through High Point to South Seattle Community College.

Through-routes

Route 52, at South Seattle Community College

Technical hurdles

New Seacrest Dock terminal: A new terminal would need to be provided at the location of the current Water Taxi Shuttle van terminal in the Seacrest Dock parking lot. In order to allow the use of 35′ equipment (or 40′ in an emergency) the configuration of the parking lot would need to be changed, possibly with a slight widening on the south side to provide for sufficient turning radius. Alternately, some parking could be removed and buses could wait on Harbor Ave SW, but they would still need to use the parking lot to turn around.

Street classification: California Ave SW and California Wy SW between SW Donald St and Harbor Ave SW would need to be reclassified as Minor or higher transit streets.

Type of equipment

35-foot hybrid (13)


58

Current service

358

Base daytime frequency

10 minutes

Base night frequency

15 minutes

Destinations

  • Downtown
  • Belltown
  • Woodland Park
  • West Green Lake
  • Licton Springs
  • Bitter Lake
  • Shoreline (Aurora)
  • Aurora Village

Details

Identical to current route 358, except for eliminating the Linden Ave N deviation in both directions. To achieve the planned frequency increase, uninterrupted bus or BAT lanes would be necessary from Winona Ave N to the Seattle/Shoreline border. Renumbered in order to integrate 300-series numbers into the Seattle numbering system, to better reflect the structure of the Metro network.

Technical hurdles

BAT lanes: In order to achieve the speed and reliability necessary to provide reliable service with the planned number of buses throughout afternoons and evenings 7 days per week, full-time BAT lanes would be needed from Winona Ave N to the Seattle/Shoreline city limits.

Crossing safety: In order to eliminate the Linden deviation northbound, a safer crossing solution would need to be provided at N 64 St and N 68 St. Signal design, crosswalk design, a center island, and improved side bulbs could all be helpful parts of the solution.

Type of equipment:

60-foot three-door hybrid (60)


59

Current service

7, 8, 22, 57, 60, 106

Base frequency

30 minutes

Base night frequency

30 minutes

Destinations

  • Admiral Junction
  • Genesee Hill
  • Alaska Junction
  • Morgan Junction
  • California Hill
  • Arbor Heights
  • Westwood Village
  • White Center
  • Olson-Myers
  • South Park
  • Georgetown
  • South Beacon Hill
  • Rainier Beach
  • Upper Rainier Beach

Details

Provides a new east-west connection between far-south Seattle neighborhoods as well as half-hourly coverage service to several currently underserved neighborhoods. Eastbound, begins at a terminal on California Ave SW nearside Admiral Wy SW. Serves Genesee Hill via current route 57 routing; California Hill via California Ave SW and SW Thistle St (a simplified version of current route 22 routing); Arbor Heights and Shorewood, via 35th Ave SW, SW 106th St, and 26th Ave SW; and Westwood Village. From Westwood Village, follows current route 60 routing (assuming reopening of the South Park Bridge) through White Center and South Park to Georgetown. From Georgetown, follows current route 106 routing through South Beacon Hill to Rainier Beach. Proceeds using current route 7 routing from Rainier Beach High School to the Prentice Street terminal in upper Rainier Beach. Would lay over at the Prentice Street terminal; the security issues that arose with the former route 7 layover at that terminal would not likely exist with this planned route.

Night routing changes

At night, would be truncated on both ends, serving only the portion of the route between Westwood Village and Rainier Beach.  There would be no service after approximately 7:30 p.m. to Genesee Hill, Gatewood, Arbor Heights, or Upper Rainier Beach.

Through-routes

Route 7 (nights only), at Rainier Beach Station

Technical hurdles

Street reclassification: SDOT would need to reclassify California Ave SW between SW Holden St and SW Thistle St and SW Thistle St between California Ave SW and 41st Ave SW as Minor or higher transit streets. SDOT would further need to reclassify SW 106 St between 35th Ave SW and the city limits (which already has service on current route 22) as a minor transit street.

Type of equipment

40-foot hybrid (70) (daytime)
60-foot hybrid (26) (nights)


65

Current service

30, 65, 71

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 75)

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 75)

Destinations

  • UW Campus
  • U-Village
  • Bryant
  • Wedgwood

Details

Generally similar to the portion of current route 65 south of NE 85 St. Eliminates the Children’s Hospital deviation, continuing straight from NE 45 St onto 35 Ave NE via NE 45 Pl (the old routing). Terminates in Wedgwood at the current route 71 terminal on NE 85 St at 35 Ave NE; uses 40 Ave NE between NE 75 St and the terminal, to provide coverage to east Wedgwood and partially replace current route 71 service.

Through-routes

Route 67, at UW Campus

Technical hurdles

None.

Type of equipment

60-foot diesel (23)


67

Current service

66, 67

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 73)

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 73)

Destinations

  • UW Campus
  • U-District
  • Roosevelt
  • Maple Leaf
  • Northgate

Details

Identical to current route 67 from Northgate TC through Roosevelt Way NE and NE 47th St. Then continues south on Brooklyn Ave NE to NE Campus Parkway, and from there through the UW campus.

Through-routes

Route 65, at UW Campus

Type of equipment

60-foot diesel (23)


69

Current service

30, 68, 72, 372

Base daytime frequency

15 minutes

Base night frequency

30 minutes

Destinations

  • UW Hospital
  • U-Village
  • Ravenna
  • Lake City
  • Lake Forest Park
  • Kenmore

Details

Northbound, proceeds without deviations from a layover on Pacific Place near UW Station to Kenmore Park and Ride, using Montlake Blvd NE, 25th Ave NE, Ravenna Ave NE, Lake City Way NE, and Bothell Way NE. Unlike current route 372, serves all stops. Will need extra peak-direction trips during peak hour that will originate and terminate at Lake City.

Night routing changes

At night, would be truncated at NE 145th St.  Would use the former route 64 terminal at 32nd Ave NE and NE 143rd St as a turnback.  Riders traveling onward would have a timed connection at Fred Meyer to ST Express route 522.

Technical hurdles

Stop Diet: To make the planned frequency possible with reasonable reliability, there will need to be a stop diet along 25th Ave NE and Lake City Way. Stops along 25th Ave NE are particularly problematic because each one requires pulling from the curb/parking lane into traffic. Buses should stop no more often than every 1000 feet throughout the route.

Type of equipment

60-foot hybrid (26)


70

Current service

25, 66, 70

Base daytime frequency

15 minutes

Base night frequency

20 minutes

Destinations

  • Downtown
  • Denny Triangle
  • South Lake Union (Fairview)
  • Eastlake
  • U-District

Details

Unchanged from current route 70, except to use the current route 43/49 turnback in the University District.

Through-routes

Route 14, at downtown

Type of equipment

60-foot trolley (42)


71

Current service

30, 48N, 71

Base daytime frequency

10 minutes

Base night frequency

20 minutes

Destinations

  • Loyal Heights
  • Crown Hill
  • North Green Lake
  • East Green Lake
  • Roosevelt
  • Ravenna
  • Bryant
  • Sand Point

Details

Combines the portions of current routes 48N and 71 on and north of NE 65th St, with several changes. Connects Sand Point, south Wedgwood, Ravenna, Roosevelt, north Green Lake, Greenwood, Crown Hill, and Loyal Heights. At the east end, instead of turning north on 50th Ave NE/55th Ave NE, continues east on NE 65th St and lays over at a terminal northbound on Sand Point Wy nearside NE 74th St, with a turnback loop through Magnuson Park. West from Roosevelt, turns north on 5th Ave NE and west on Banner Way, and then uses the 80th/85th interchange ramps to connect with N 85th St. Uses a new terminal loop using 24th Ave NE and NE 80 St in Loyal Heights. Passengers traveling from either side of the route to the U-District or the UW Campus would transfer to Link or any of a wide variety of frequent bus routes, as most convenient.

Technical hurdles

Park turnback loop: Would require cooperation from the City of Seattle in allowing buses to use Sportsfield Dr NE, inside Magnuson Park, to turn back. The City has previously requested that buses not turn back inside the park; buses on this route, however, could be restricted to quiet, relatively lightweight 40-foot hybrids.

Type of equipment

40-foot hybrid (70)


73

Current service

72, 73, 75

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 67)

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 67)

Destinations

  • UW Campus
  • U-District
  • Cowen Park
  • Maple Leaf
  • Northgate

Details

Begins at Northgate TC, using Northgate Way to reach 15th Ave NE. Continues on 15th Ave NE to NE 47th St, where it proceeds south on Brooklyn. Then uses Campus Pkwy to enter the UW Campus.

Through-routes

Route 75, at UW Campus

Type of equipment

60-foot diesel (23)


75

Current service

30, 41, 65, 75

Base daytime frequency

15 minutes (7-8 minutes on scheduled common corridor with route 65)

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 65)

Destinations

  • UW Campus
  • U-Village
  • Children’s Hospital
  • Sand Point
  • Matthews Beach
  • Lake City
  • Pinehurst
  • Northgate

Details

Identical to current route 75 from the UW campus to Lake City Wy NE and NE 125th St. From that point to Northgate TC, uses current route 41 routing along NE 125th St and 5th Ave NE.

Through-routes

Route 73, at UW Campus

Type of equipment

60-foot diesel (23)


78

Current service

48, 65, 68, 72, 330

Base daytime frequency

15 minutes

Base night frequency

30 minutes

Destinations

  • East Green Lake
  • Roosevelt
  • Wedgwood
  • Meadowbrook
  • Lake City
  • Jackson Park
  • Fircrest
  • Shoreline (Aurora)
  • Shoreline CC

Details

This new route would run crosstown between East Green Lake, Roosevelt, and Wedgwood; north-south between Wedgwood, Meadowbrook, and Lake City; and then crosstown between Lake City, Jackson Park, and Shoreline Community College.  The East Green Lake terminal would be the current route 26 terminal. Would then serve Roosevelt Station via NE 65 St. Would proceed to Lake City via Roosevelt Way NE/12th Ave NE; NE 75th St; and 35th Ave NE.  Would then move to 30 Ave NE via NE 130th St, mostly replacing current route 65 service on 30 Ave NE.  Would provide a new connection between Lake City and Jackson Park on NE 145 St; would then use NE 155 St between Jackson Park and Shoreline. If funding permitted in the future, the route could be extended west on 65th Street from the East Green Lake terminal, around the south side of Green Lake, to create a new crosstown connection to Ballard.

Night routing changes

At night, would be truncated on both ends of the route.  Would not serve East Green Lake, but would lay over in front of Roosevelt Station, northbound on 12th Ave NE farside NE 65th St.  On the north end, would be truncated in Jackson Park.  Rather than continuing to Shoreline Community College, would live-loop clockwise on NE 145th St; 15th Ave NE; NE 150th St; and 20th Ave NE.

Technical hurdles

Narrow street: Would require removal of parking on both sides of NE 130 St between 30 Ave NE and 31 Ave NE.

Type of equipment

40-foot diesel (36)


81

Current service

331, 372

Base daytime frequency

30 minutes

Base night frequency

30 minutes

Destinations

  • Shoreline (CC)
  • Richmond Highlands
  • Hillwood
  • Echo Lake
  • Ballinger
  • Lake Forest Park
  • Kenmore
  • Bothell Landing

Details

Broadly similar to current route 331, but extended to Bothell to replace current route 372 service past Kenmore. Would have streamlined routing in the Richmond Highlands area, using Dayton Ave N throughout rather than the current Shorewood HS deviation. (Students would have to walk one block to reach the high school.) Renumbered in order to integrate 300-series numbers into the Seattle numbering system, to better reflect the structure of the Metro network.

Night routing changes

At night, would be truncated at Kenmore P&R, not serving Bothell.  Riders continuing east would have a timed connection to ST Express route 522.

Through-routes

Route 85, at Shoreline Community College

Type of equipment

40-foot diesel (36)


85

Current service

16, 40, 345, 346

Base daytime frequency

30 minutes (15 minutes in scheduled common corridor with route 86)

Base night frequency

30 minutes (15 minutes in scheduled common corridor with route 86)

Destinations

  • Northgate
  • North Seattle Community College
  • Northwest Hospital
  • Haller Lake
  • Bitter Lake
  • Shoreline (CC)

Details

Same as current route 345, except to eliminate the North Seattle Community College, Northwest Hospital, and Four Freedoms deviations. Eliminating these deviations would save 8-10 minutes from what is now a 32-35 minute trip, allowing for the extension of route 81 to Bothell. Renumbered in order to integrate 300-series numbers into the Seattle numbering system, to better reflect the structure of the Metro network.

Through-routes

Route 87, at Northgate Transit Center
Route 81, at Shoreline Community College

Type of equipment

40-foot diesel (36)


86

Current service

16, 40, 345, 346

Base daytime frequency

30 minutes (15 minutes in scheduled common corridor with route 85)

Base night frequency

30 minutes (15 minutes in scheduled common corridor with route 85)

Destinations

  • Northgate
  • North Seattle Community College
  • Northwest Hospital
  • Haller Lake
  • Bitter Lake
  • Shoreline (CC)

Details

Identical to current route 346. Renumbered in order to integrate 300-series numbers into the Seattle numbering system, to better reflect the structure of the Metro network.

Through-routes

Route 88, at Northgate Transit Center

Type of equipment

40-foot diesel (36)


87

Current service

73, 347, 348. 373

Base daytime frequency

30 minutes (15 minutes in scheduled common corridor with route 88)

Base night frequency

30 minutes (15 minutes in scheduled common corridor with route 88)

Destinations

  • Northgate
  • Pinehurst
  • Jackson Park
  • Fircrest
  • Shoreline Public Library
  • North City
  • Ballinger
  • Mountlake Terrace

Details

Nearly identical to current route 347. The only change is to use 56 Ave W rather than 48 Ave W in Mountlake Terrace, for the sake of speed. Renumbered in order to integrate 300-series numbers into the Seattle numbering system, to better reflect the structure of the Metro network.

Through-routes

Route 85, at Northgate Transit Center

Type of equipment

40-foot diesel (36)


88

Current service

73, 347, 348. 373

Base daytime frequency

30 minutes (15 minutes in scheduled common corridor with route 87)

Base night frequency

30 minutes (15 minutes in scheduled common corridor with route 87)

Destinations

  • Northgate
  • Pinehurst
  • Jackson Park
  • North City
  • Shoreline Public Library
  • Shoreline (Aurora)
  • Richmond Highlands
  • Richmond Beach

Details

Identical to current route 348. Renumbered in order to integrate 300-series numbers into the Seattle numbering system, to better reflect the structure of the Metro network.

Through-routes

Route 86, at Northgate Transit Center

Type of equipment

40-foot diesel (36)


106

Current service

106

Base daytime frequency

15 minutes

Base night frequency

30 minutes

Destinations

  • Rainier Beach
  • Upper Rainier Beach
  • Skyway
  • Renton

Details

Nearly identical to the portion of current route 106 between Rainier Beach and Renton, but using current route 107 routing to reach Rainier Beach Station and Rainier Beach High School. Passengers traveling to Sodo or downtown would transfer to Link, while passengers traveling to Georgetown would transfer to new route 59. While this plan does not address exclusively suburban parts of the network, this shortened route 106 would be a natural candidate for through-routing at Renton TC with a more frequent route 105.

Through-routes

None (for purposes of this plan)
Could through-route easily with route 105 at Renton Transit Center

Type of equipment

40-foot diesel (36)


107

Current service

107

Base daytime frequency

30 minutes

Base night frequency

30 minutes

Destinations

  • Rainier Beach
  • Rainier View
  • Skyway
  • Lakeridge
  • Renton

Details

Very similar to current route 107. At Rainier Beach, would use current route 106 routing, serving 51st Ave S and S Henderson St, and terminating at Rainier Beach Station. Would use Beacon Ave S in both directions through Rainier View for speed and reliability.

Through-routes

None (for purposes of this plan)
Would likely retain existing through-route with route 148

Type of equipment

40-foot hybrid (70)


120

Current service

120

Base daytime frequency

10 minutes

Base night frequency

15 minutes 

Destinations

  • Downtown
  • Youngstown
  • Delridge
  • Westwood Village
  • White Center
  • Ambaum
  • Burien

Details

Very similar to current route 120, but would eliminate the deviation onto 15th Ave S in White Center for the sake of speed; the route would use 17th Ave S instead.

Type of equipment

60-foot hybrid (68)


124

Current service

124

Base daytime frequency

15 minutes

Destinations

  • Downtown
  • Sodo (Airport Way)
  • Georgetown
  • Boeing Tukwila
  • Tukwila International Boulevard

Details

Identical to current route 124, except for one change: uses Ellis Ave S and S Albro Pl in both directions in Georgetown, to avoid slowdowns caused by using Carleton Ave S.

Through-routes

Route 16, at downtown

Type of equipment

60-foot hybrid (68)


128

Current service

128, 131, 132

Base daytime frequency

30 minutes

Base night frequency

30 minutes

Destinations

  • South Seattle CC
  • White Center
  • North Highline
  • Riverton-Boulevard Park
  • Tukwila International Boulevard

Details

Broadly similar to the portion of current route 128 between South Seattle Community College and Tukwila International Boulevard, but with changed routing in White Center and North Highline, to improve speed and legibility. Southbound, continues on 16th Ave SW past White Center; then east on SW 107 St/SW 108 St; south on 1st Ave S; and east on SW 116 St. While it is not described in this plan, I anticipate the portion of the route between TIBS and Southcenter would be replaced as part of a restructure of Tukwila service.

Through-routes

None (for purposes of this plan)
Could be through-routed at Tukwila Int’l Boulevard with any of several routes

Type of equipment

40-foot hybrid (70)


131

Current service

128, 131

Base daytime frequency

30 minutes

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 132)

Destinations

  • Downtown
  • Sodo
  • Georgetown
  • Highland Park
  • North Highline
  • Burien

Details

Almost identical to current route 131, with a minor routing change for speed in North Highline. Uses SW 108th St between 8th Ave SW and 1st Ave S. Would lay over downtown eastbound on Virginia St east of 3rd Ave.

Through-routes

None (daytime)
Route 1 (nights only), downtown at 3rd Ave

Type of equipment

40-foot diesel (32)


132

Current service

128, 132

Base daytime frequency

15 minutes

Base night frequency

30 minutes (15 minutes on scheduled common corridor with route 131)

Destinations

  • Downtown
  • Sodo
  • Georgetown
  • South Park
  • Riverton-Boulevard Park
  • Burien

Details

Similar to current route 132, but would eliminate the Highline Specialty Clinic deviation in Boulevard Park, traveling straight on Des Moines Memorial Dr between South Park and S 144 St.

Through-routes

Route 24, at downtown

Technical hurdles

None

Type of equipment

40-foot diesel (32)
(Will require some 60-foot hybrid trips (26) during peak hour)


Copyright 2013 David Lawson. This material is licensed under the Creative Commons CC-BY-SA 3.0 license. You may freely modify and share it as long as this attribution remains.

v. 1.2.1
2013-08-28

Written by David L.

July 30, 2013 at 18:24

Posted in FNP, FNP Reference