So we’ve squelched the possibility of urban service that acts urban and works for urban needs - often citing the specious “can’t slow down the commute” logic - but now we’re considering front-door service for some prep-school brats!!!? The sprawl does not have that multiplier effect. That’s why densely-built areas the world over average 1/2-2/3 mile spacing. In actual cities, each additional stop exponentially increases the likelihood that a trip between your starting point and your destination can reasonably be served by the mass-transit spine… regardless of whether one of those points is a business or school or restaurant or just a friend’s apartment. East Capitol Hill is told to “stay on the bus” forever. It’s about capital expenses and about the relative usefulness of new rapid transit services to the preponderance of current and potential riders.īasically, it’s about fundamental fairness. It’s not about travel speed I’ve always called b.s. From my limited knowledge of the area, the 52nd Ave W stations looks like it would be the poorest performing station to be included in the DEIS. The northern most segment has three alternatives and includes four station locations, three of which I beleieve are variations on the station location in the vicinity of the Lynnwood P&R station. Alternative B2a include a 220th St SW station, which should be an interesting station to watch due to it’s close proximity to a the fair sized employment center in the area as well as improve connections to the City of Edmonds.Īlternative C1: 52nd Avenue W to 200th Street stationĪlternative C2: 52nd Avenue W to Lynnwood Transit Center stationĪlternative C3: I-5 to Lynnwood Park & Ride station While segment B has four alternatives, the variations mostly relates to the specifics location of the Mountlake Terrace Station. Given a concise restructure of Metro’s transit service that allows for very frequent (4-8 minute headways all day) East-West service on NE125th/NE130 between the two hub urban villages and Link, this station could go a very long way in redeeming the North Corridor with relation to TOD.Īlternative B1: East side to Mountlake Terrace Transit Center to medianĪlternative B2: East side to Mountlake Terrace Transit Center to west sideĪlternative B2a: East side to Mountlake Terrace Transit Center to west side with 220th stationĪlternative B4: East side to Mountlake Terrace Freeway Station to median While the NE 130th St station has limited TOD potential, not unlike the other I-5 station locations, it has huge potential when it comes to connecting the hub urban villages of Bitter Lake and Lake City by transit. In my opinion NE 130th St has unexpectedly become a very promising aspect of the North Corridor. The NE 130th St station also sailed through the ST Capital Committee, where it was also unanimously recommended for inclusion in the DEIS. The Seattle City Council, led by Richard Conlin, unanimously passed Resolution 31168 supporting inclusion of the NE 130th St station in the DEIS. Alternative A9 was removed upon an amendment proposed by Larry Philips, who had initially pushed for consideration of the NE 175th St station. Of these four alternatives NE 130th St figures prominently, with it included all of the three station alternatives. Segment A has the largest number of variations, with two alternatives including the two presumptive stations at NE 145th and NE 185th and four alternatives with three stations. While ST2 initially identified four stations, five stations appears to be a possibility if the cost and ridership benefits of the stations outweighs the ridership lost due to the additional travel time and additional costs incurred by the station.Īlternative A1: At-grade/elevated to NE 145th and NE 185th east side stationsĪlternative A3: Mostly elevated to NE 145th and NE 185th east side stationsĪlternative A5: At-grade/elevated to NE 130th, NE 155th and NE 185th east side stationsĪlternative A7: Mostly elevated to NE 130th, NE 155th and NE 185th east side stationsĪlternative A9: At-grade/elevated to NE 145th and NE 175th east side stationsĪlternative A10: At-grade/elevated to NE 130th, NE 145th and NE 185th east side stationsĪlternative A11: Mostly elevated to NE 130th, NE 145th and NE 185th east side stations Like East Link, Sound Transit has identified 3 different segments:Įach Segment has several variations of station locations and guideway alignment.
Last Thursday the Sound Transit board approved alignment and station locations to be included in the Draft Environment Impact Study (DEIS). Sound Transit Board Meeting (See minute ~2:00)
0 kommentar(er)
