PSRC Funding Application
Competition Regional FTA Application Main Competition Status submitted Submitted: March 17th, 2017 4:10 PM Prepopulated with screening form? Yes
Project Information
1. Project Title Roosevelt Rapid Ride Corridor 2. Transportation 2040 ID 5152 3. Sponsoring Agency Seattle 4. Cosponsors King County Metro 5. Does the sponsoring agency have "Certification Acceptance" status from WSDOT? N/A 6. If not, which agency will serve as your CA sponsor? N/A 7. Is your agency a designated recipient for FTA funds? No 8. Designated recipient concurrence King County Metro is partnering with the City of Seattle to deliver this project. In addition to providing new vehicles and expanded service hours as described in the application, Metro has also confirmed that they will act as the designated recipient for these funds. Documentation is attached.
Contact Information
1. Contact name Sara Walton 2. Contact phone 206-386-6465 3. Contact email [email protected]
Project Description
1. Project Scope Seattle will build a new bus rapid transit (BRT)/RapidRide corridor along Roosevelt Way, Eastlake Ave, and Fairview Ave. This project will expand King County Metro’s RapidRide brand. The project includes key features such as business access and transit (BAT) lanes or exclusive transit-only lanes, signal modifications, channelization changes, bus stop consolidation, parking changes, bus bulbs, transit signal priority (TSP), bicycle and pedestrian access improvements, and protected bike lanes and/or parallel neighborhood greenways. Improvements will also include transit stop amenities such as real-time arrival information, lighting, wayfinding, off-board fare payment options, and bicycle and pedestrian access lighting, wayfinding, off-board fare payment options, and bicycle and pedestrian access improvements. Service frequency will be increased on the route to meet RapidRide standards: 10-minute frequency during peak periods, 15-minute frequency during off-peak periods, and late-night and early-morning service resulting in nearly 24-hour a day service. Service will be seven days a week. These improvements will increase transit speed, improve reliability, and revolutionize the customer experience. With the increased service and improved bus stops, riders won’t need to reference a schedule or plan their transit trip in advance. 2. Project Justification, Need, or Purpose Seattle needs to upgrade this corridor to high-capacity transit for 3 reasons: RapidRide services can move more people through the corridor without increasing congestion; the project will help Seattle meet the increasing need for trips in the corridor that connects northeast Seattle with 2 regional growth centers: Seattle CBC and the University of Washington; and this corridor needs to be upgraded to provide safe and predictable travel for bicyclists. Seattle conducted an extensive transit corridor analysis for the Transit Master Plan (TMP). The Roosevelt corridor emerged as a corridor ripe for investment. Specifically, the plan estimated transit ridership in the corridor would double if the corridor were upgraded to high-capacity transit. Transit ridership on Route 70, the primary bus route serving the corridor, has 7,000 riders per day. The TMP estimated the corridor would add 9,000 riders to bring corridor ridership to more than 16,000 per day. This projection is consistent with Metro’s ridership increases with the RapidRide brand. Metro has seen RapidRide ridership grow 43% above the predecessor routes within 4 years of launching the brand. The existing transit service struggles with reliability problems and overcrowding. Metro’s 2016 Service Guidelines Report identifies Route 70 as a route needing additional service for 3 reasons: overcrowding, schedule reliability, and the corridor’s overall inability to reach its target service level. The proposed project will increase service to address overcrowding and reliability.
Housing and office space developments continue to increase at an unparalleled rate along the corridor. Growth is primarily focused through the Denny Triangle, South Lake Union, and Eastlake, but major new developments are also underway in south downtown, University District, and Northgate. The Seattle CBD and South Lake Union regional growth centers (RGCs) are expected to add 50,000 jobs between 2015 and 2035. The Northgate and University RGCs are expected to add 13,000 jobs in the same time-period. Housing units are also expected to grow substantially in this time-period; the RGCs are expected to add 19,000 housing units between 2015 and 2035. This growth will result in additional trips, and the proposed project will add much-needed capacity between growing RGCs in the north and south – specifically the corridor connecting South Lake Union to the University District (a corridor not connected by Link light rail).
The corridor carries significant bicycle traffic. Seattle conducts annual bike counts all around the city and found that the University Bridge northbound was the third highest location for bike volumes in 2015. Bike traffic accounts for 10% of traffic in the corridor at the University Bridge. Creating a continuous protected bike facility north and south of the University Bridge will improve safety for bicycles and predictability for all other users. Seattle recently completed improvements to the Roosevelt corridor (40th – 65th) that include separated bus and bike facilities. On Eastlake, buses currently intersect with bicycles at every stop. These continuous conflicts impact transit trip speed and reliability. By separating these modes, transit speed and reliability will be improved. Turn restrictions, signal upgrades, and transit improvements north and south of the University Bridge will improve general traffic flow.
Project Location
1. Project Location Fairview Ave E 2. Please identify the county(ies) in which the project is located. King 3. Crossroad/landmark nearest the beginning of the project King Street Station 4. Crossroad/landmark nearest the end of the project Northgate Transit Center 5. Map and project graphics rooseveltRR.pdf
Plan Consistency 1. Is the project specifically identified in a local comprehensive plan? No 2. If yes, please indicate the (1) plan name, (2) relevant section(s), and (3) page number where it can be found. N/A 3. If no, please describe how the project is consistent with the applicable local comprehensive plan, including specific local policies and provisions the project supports. Seattle's Transit Master Plan (TMP) was created to clearly prioritize investments that support current and planned land use, including rapid growth in designated areas. The TMP's first stated outcome was "Identifying the city’s most important transit corridors that carry high ridership today and/or have the potential to serve transit needs that will emerge as Seattle grows and transit demand increases." After identifying seven key corridors as a high-priority transit investment, and BRT as the preferred mode for these corridors, the plan goes on to state that "Comprehensive transit improvements such as light rail or BRT systems can provide large increases in transit use and attract riders who would otherwise travel by automobile. Various cities have seen increases in bus ridership with the introduction of BRT service, for example: Pittsburgh (38%), Los Angeles (40%), Brisbane (42%), Adelaide (76%), and Leeds (50%)." Seattle's Comprehensive Plan also speaks strongly to prioritizing transit investments and promoting transit use. "Providing convenient and accessible transit service can help reduce reliance on single-occupant vehicles, slow the increase in environmental degradation associated with their use, and increase mobility without building new streets and highways. Street rights-of-way are limited and as streets get more congested, transit provides an efficient way to move large numbers of people around the city and the region and support growth in urban centers and villages. These policies will guide City decisions to enhance transit, and are also intended to guide decisions of transit serving Seattle.” Specific goals include: TG11 Create a transit-oriented transportation system that builds strong neighborhoods and supports economic development. TG12 Provide mobility and access by public transportation for the greatest number of people to the greatest number of services, jobs, educational opportunities, and other destinations. TG13 Increase transit ridership, and thereby reduce use of single-occupant vehicles to reduce environmental degradation and the societal costs associated with their use.
Federal Functional Classification
1. Functional class name 00 Not applicable (transit, enhancements, Etc.)
Support for Centers
1. Designated center(s) supported Roosevelt RapidRide will directly serve 4 RGCs and 2 locally designated centers, including the Seattle CBD, South Lake Union, University Community, and Northgate RGCs as well as the local centers at Eastlake and Roosevelt.
Criteria: Benefit to Center
1. Describe how the project will benefit or support the existing and planned housing and employment development of a center or centers. Does it support multiple centers? Roosevelt RapidRide will directly serve 4 RGCs and 2 locally designated centers. It also offers “2-seat” trips to dozens of other regional and local centers via Link light rail, Seattle streetcars, and other regional bus routes. The project supports development within some of the region’s densest and fastest-growing centers, including the Seattle CBD, South Lake Union, University Community, and Northgate RGCs as well as the local centers at Eastlake and Roosevelt. The four RGCs served by the project are expected to add 63,000 jobs and 19,000 housing units between 2015 and 2035. The proposed project seeks to move these new trips within the existing right-of-way, improving the efficiency of the corridor.
In each of these centers, economic conditions have created extraordinary demand for growth. The 2 primary obstacles to growth in these centers are traffic congestion and the cost of living (or cost of doing business). Rapid Ride bus service directly addresses these two constraints. It provides a fast, frequent, and inexpensive travel option through and within the RGCs.
The centers being served are also some of the region’s most transit-dependent centers. They offer the right conditions for exceptionally high ridership and large-scale mode shift. They offer the right conditions for exceptionally high ridership and large-scale mode shift. These conditions include high-density job centers, rapid growth, and very low incomes within the service area. Incomes in the area vary greatly, but there are concentrations of very low- income people in Downtown, Belltown, South Lake Union, and the University District. The City of Seattle has worked to locate low-income housing in areas that have high levels of transit and in new developments, which helps explain the concentration of very low-income people in these areas. 2. Describe how the project will support the development or redevelopment plans and activities (objectives and aims) of a center or centers. Seattle is established as the region’s hub of economic activity and related travel demand. Current economic conditions, specifically the growth of numerous large employers downtown, has caused the city to become recognized as the “construction crane capital” of the country. In early 2017, the Downtown Seattle Association counted 68 major construction projects in the greater downtown area – the highest mark since they started tracking construction activity in 2005.
Within the Puget Sound region, the central Seattle area is unique in terms of current and planned densities. Recent PSRC data shows the Seattle CBD RGC having by far the highest concentration of residents and jobs (activity units) in the region: approximately 279 per acre. The region’s second-highest concentration is approximately 215 per acre while the average concentration for centers outside Seattle is approximately 50 per acre. In addition to these existing densities, Seattle has some of the most aggressive growth targets in the region. The Seattle CBD RGC alone will grow by 10,000 housing units and 30,000 jobs by 2035. In the same time frame, the South Lake Union RGC will grow by 4,700 housing units and 20,000 jobs, the University Community RGC will grow by 2,700 housing units and 8,000 jobs, and the Northgate RGC will grow by 1,600 housing units and 6,000 jobs. Within these 4 RGCs alone, the total new jobs will total 64,000. 3. Describe how the project improves safe and convenient access to major destinations within the center, including enhanced opportunities for active transportation that can provide public health benefits through the following relevant areas: walkability, public transit access, public transit speed and reliability, safety & security, bicycle mobility and facilities, streetscape improvements, etc. The alignment of Roosevelt RapidRide will follow a well-established bus route, where many decades of development have been shaped by transit services along the corridor. The six designated growth centers along this alignment are largely founded on transit, both in their built form and in their community culture. Generally they are geographically centered around the existing transit corridor, and some of them are also well served by existing sidewalks and bikeways. However, the transit services and non-motorized facilities along the corridor are not prepared to meet the needs of the future. Transit services have become slower and less reliable due to rapid growth and increasing congestion. The presence of non-motorized infrastructure is inconsistent, and some of the existing infrastructure is in a state of disrepair: buckled sidewalks, missing or substandard curb ramps, and bicycle facilities that are only inviting to the most experienced and confident riders. In addition to its improvements to transit speed, reliability, and convenience, the scope of work for the Roosevelt RapidRide project also includes a significant investment in non-motorized access, seamlessly connecting the RapidRide corridor to the surrounding communities. Targeted spot improvements for people on bike or on foot will be included with the transit-oriented roadway improvements, and a protected bike lane or parallel neighborhood greenway will be installed along the corridor. 4. Describe how the project provides a range of travel modes to users traveling to centers, or if it provides a missing mode. This RapidRide project is designed to expand upon the modes that are already highly utilized within the service area: transit, walking, and biking. Although this range of travel modes is not new, improving upon them and integrating them is tied directly to the region’s adopted transportation goals and grant criteria: center-based development and air quality. The non-motorized, zero-emissions modes are ideal travel modes for air quality and dense, center-focused development. For travel between centers, where walking and biking may not be feasible for many people, high-capacity transit is the least-polluting and most center- oriented way to accommodate longer-range trips. Rainier Ave Rapid Ride will promote and further integrate each of these modes: improving transit speed, reliability, and convenience while making targeted investments in the sidewalks and bicycle facilities that lead directly to the transit corridor. 5. Describe the user groups that will benefit from the project, including commuters, residents, commercial users, those groups identified in the President’s Order for Environmental Justice, seniors, people with disabilities, those located in highly impacted communities, and/or areas experiencing high levels of unemployment or chronic underemployment. Like most of the region’s transit investments, RapidRide services are largely commute- focused. Roosevelt RapidRide follows this pattern, connecting many of Seattle’s “inner ring” residential neighborhoods to jobs in the commercial core. However, this corridor also serves residential neighborhoods to jobs in the commercial core. However, this corridor also serves a significant amount of mid-day business travel since it offers direct connections to a variety of employment hubs. Off-peak ridership shows large numbers of students traveling to jobs and internships, professionals traveling to off-site meetings, and other similar uses. Off-peak ridership accounts for 45% of the weekday ridership. In addition to these traditional user groups, one of the distinguishing characteristics of the project is its benefit to low-income communities and students – groups that are disproportionately transit-dependent. Low-income communities often struggle with reliable and affordable access to jobs. Many of these residents have previously been forced to choose between affordable neighborhoods in outlying suburbs – far away from job centers and transit services – or neighborhoods that are near jobs but unaffordable. University students, by contrast, may commonly be from upper-middle class backgrounds. However, their current living arrangements often dictate that they live without cars and other viable ways to access jobs and internships, job interviews, and personal services such as medical care. Census data divides neighborhoods into 5 categories based on poverty levels, with the highest category representing poverty rates above 35%. The Puget Sound region has only 5 census tracts within this category of exceptionally high poverty, and the Roosevelt RapidRide route passes through 3 of the 5 tracts. It also passes within a quarter-mile of another high- poverty tract and serves as one of this tract’s primary transit corridors. Minority populations are also extraordinarily high in these areas: above 80% in most of the tracts to be served. Roosevelt RapidRide makes it viable for Downtown and University District residents to live car- free or car-light: choosing high-frequency, reliable transit as a primary option or even the sole option for commute trips and personal trips. 6. Describe how the project will support the establishment of new jobs/businesses or the retention of exisitng jobs/businesses including those in the industry clusters identified in the adopted Regional Economic Strategy. The job centers served by Roosevelt RapidRide not only host an extraordinary number of jobs, but the jobs and businesses they host are diverse and in alignment with the Regional Economic Strategy. Eight of the 9 industry clusters identified in the Regional Economic Strategy have a significant presence in the Seattle CBD and South Lake Union RGCs: Aerospace, Business Services, Clean Technology, Information Technology, Life Sciences and Global Health, Maritime, Military, Tourism and Visitors, and Transportation and Logistics. Reliable, high-capacity transit service, providing direct connections to thriving residential and mixed-use communities nearby, supports the ability of these industry clusters to flourish and grow within the dense urban centers. 7. Does the project promote Commute Trip Reduction (CTR) opportunities? Roosevelt RapidRide strongly promotes CTR by serving the densest cluster of large employers in the region. In addition, the labor pools accessed by these employers are frequently lower and middle-income households that are especially receptive to alternative modes. They are much more likely than usual to forego the convenience or prestige of driving a single-occupant vehicle into the downtown core. The state’s CTR program thrives with 3 conditions: hubs of large employment sites, user-friendly and convenient travel options, and residential communities that are receptive to non-SOV commutes. The Roosevelt RapidRide project shows strengths in each of these 3 areas: connecting downtown Seattle to the University of Washington and low-income neighborhoods near Northgate via high-frequency bus service and high-quality bus stops and stations.
Criteria: System Continuity/Long Term Benefit-Sustainability
1. Describe how this project provides a "logical segment" that serves a center, or allows users to access the system. This corridor connects four regional growth centers: Northgate, University Community, South Lake Union, and Seattle CBD. There is existing transit service on the corridors connecting these centers, and upgrading the transit service to high-capacity transit will allow the corridor to move more people and goods. The Transit Master Plan anticipates 9,200 new riders in the corridor. 2. Describe how the project fills in a missing link or removes barriers to a center (e.g. congestion, inadequate transit service/facilities.). This project provides a direct connection from northeast Seattle to South Lake Union. There are multiple ways for residents of northeast Seattle to access downtown and the University of Washington, and the expansion of Link light rail in 2021 will improve these connections, but it will fail to connect these residents with South Lake Union. Upgrading the Fairview and Roosevelt corridors to high-capacity transit will provide the missing link between residents in northeast Seattle and jobs in South Lake Union. 3. Describe how this project will relieve pressure or remove a bottleneck on the Metropolitan Transportation System and how this will positively impact overall system performance. This corridor will be the second high-capacity transit corridor to serve the growing South Lake Union RGC, and the first to connect northeast Seattle and South Lake Union. Seattle and King Union RGC, and the first to connect northeast Seattle and South Lake Union. Seattle and King County have been working together to increase 1-seat transit rides to the South Lake Union RGC to accommodate rapid growth in employment. The RapidRide C line was extended to South Lake Union in March 2016. The C line connects West Seattle to downtown and South Lake Union.
The corridor uses the University Bridge to cross the Ship Canal. The bridge is listed as a bottleneck in Seattle’s adopted Freight Master Plan. Improvements to the roadway on both sides of the bridge will improve traffic flow. These improvements include transit lanes, turn restrictions, parking changes, and separating bike traffic from general-purpose lanes to improve safety and transit efficiency. 4. Describe how the project improves intermodal connections (e.g. between autos, ferries, commuter rail, high capacity transit, bus, carpool, bicycle, etc.), or facilities connections between separate operators of a single mode (e.g., two transit operators). The corridor provides connections to the Seattle streetcars and light rail at several stations: Westlake, University District (2021), Roosevelt (2021), and Northgate (2021). It also connects to local bus service at 45th St, Campus Parkway, 15th Ave NE, Denny Way, and 3rd Ave. Finally, it provides RapidRide connections at Aloha St, 3rd Ave, and 45th St. At locations with direct connections to other modes, transit stations will be designed to provide an intuitive transfer environment. Transit stations will include maps, wayfinding, and real-time information on multiple transit options. At stations that can accommodate additional modal integration, the following amenities may be included: dedicated car share parking stalls, digital kiosks, passenger loading zones, and secure covered bike parking. 5. If applicable, describe how the project provides an improvement in travel time and/or reliability for transit users traveling to and/or within centers. The project will reduce travel time through signal improvements, TSP, BAT lanes, reduced stops, parking changes, bus bulbs, and separation from bicycle traffic. The current design proposes protected bike lanes on Fairview Ave. Parts of the northern corridor already have protected bike lanes. These improvements are expected to decrease travel time by 23%. 6. If applicable, describe how the project increases transit use to or within centers. The project increases service frequency. Capital project improvements include: transit stations upgrades, signal modifications, TSP, queue jumps, BAT lanes, and bus bulbs. These improvements will improve transit speed and reliability. The decrease in transit travel time and improved service frequency will make transit a more attractive travel option. Since the corridor not only connects six designated centers, but also passes through the heart of each of these centers, Roosevelt RapidRide is expected to increase transit use and decrease SOV use both within and between centers. 7. Describe how this project supports a long-term strategy to maximize the efficiency of the corridor? Describe the problem and how this project will remedy it. The project seeks to improve safety and efficiency by separating bike traffic and transit traffic. The corridor is highly utilized by bicycles. The City of Seattle does annual bike counts all around the city, and found that the University Bridge northbound was the third highest location for bike volumes in 2015. Bike traffic accounts for 10% of traffic in the corridor at the University Bridge. Creating a continuous protected bike facility north and south of the University Bridge will improve safety for bicycles and predictability for all other users. Turn restrictions, signal upgrades, and transit improvements north and south of the University Bridge will improve general traffic flow including freight.
Air Quality and Climate Change: Element Selection
1. Please select one or more elements in the list below that are included in the project’s scope of work, and provide the requested information in the pages to follow. Roadway Improvement, Transit and Ferry Service
Air Quality and Climate Change: Roadway Improvement
1. What is the length of the project? 8.7 miles 2. What is the average daily traffic before and after the project? 15,000 Average Annual Weekday Traffic (AAWDT) 3. What is the average speed before and after the project? Transit speed on the route 70 in 2016 was 7.5 MPH and the transit speed is expected to increase to 10.6 MPH after the project. 4. What is the average daily transit ridership along the corridor? 6,950 – route 70 all days 5. How many daily peak period transit trips serve the corridor? 86 trips – AM and PM inbound and outbound 6. What is the expected increase in transit speed due to the BAT/HOV lanes? The transit speed is expected to increase 3.1 MPH with the addition of BAT lanes. 7. What is the expected increase in transit ridership due to the BAT/HOV lanes? Transit ridership is expected to increase by 9,200. 8. What is the percentage of freight truck traffic on the facility? Freight truck traffic represents 13.4% of the total traffic on the facility. 9. Will the project result in shorter trips and reduced VMT? If so, please explain. The project will attract new riders by increasing service frequency and decreasing transit travel time. The majority of the new riders will be switching from personal vehicle to transit, reducing the overall VMT in the city. According to the Transit Master Plan, the project will result in an annual reduction of 1,957 MT of CO2E. This estimate includes the net increase in emissions from increased transit service. 10. Please describe the source of the project data provided above (e.g., Environmental Impact Statement, EPA/DOE data, traffic study, survey, previous projects, etc.). The information in this section comes from King County Metro’s publicly available schedules, SDOT’s traffic counts and Transit Master Plan, and Metro’s ridership data from Spring 2016.
Air Quality and Climate Change: Transit and Ferry Service
1. What is the current transit ridership for the affected transit stops or routes? 6,950 – route 70 all days 2. What is the average transit trip length for the affected routes? Average trip lengths are unknown, but generally assumed to be approximately 4 to 5 miles (half of the route's total length of 8.7 miles) 3. What is the average transit trip length of the entire system? Unknown 4. If the project includes a park and ride, how many new stalls are being provided? NA 5. Are there other amenities included to encourage new transit ridership? If so, please describe. Improvements will include transit stop amenities such as real-time arrival information, lighting, wayfinding, off-board fare payment options, and bicycle and pedestrian access improvements. 6. What is the expected increase in transit ridership from the project? The project is expected to generate 9,200 new riders per day. 7. If a new or expanded ferry service, what is the length of the driving route being replaced? NA 8. Please describe the source of the project data provided above (e.g., Environmental Impact Statement, EPA/DOE data, traffic study, survey, previous projects, etc.). The information in this section comes from King County Metro’s publicly available schedules, SDOT’s traffic counts and Transit Master Plan, and Metro’s ridership data from Spring 2016.
PSRC Funding Request
1. What is the PSRC funding source being requested? N/A 2. Has this project received PSRC funds previously? No 3. If yes, please provide the project's PSRC TIP ID N/A
Phase Year Amount PE 2018 $3,000,000.00 Total Request: $3,000,000.00
Total Estimated Project Cost and Schedule
PE
Funding Source Secured/Unsecured Amount 5307 Unsecured $3,000,000.00 Local Secured $8,900,000.00 $11,900,000.00 Expected year of completion for this phase: 2019
Construction
Funding Source Secured/Unsecured Amount Local Unsecured $37,500,000.00 5309(FG) Unsecured $37,500,000.00 $75,000,000.00 Expected year of completion for this phase: 2021
Summary
1. Estimated project completion date September 2021 2. Total project cost $86,900,000.00
Funding Documentation
1. Documents Roosevelt_CIP.pdf, BRT_CIP.pdf, Transit_Corridors_CIP.pdf 2. 2. Please describe the secure or reasonably expected funds identified in the supporting documentation. For funds that are reasonably expected, an explanation of procedural steps with milestone dates for completion which will be taken to secure the funds for the project or program should also be included. The concept design phase of this project is near completion. The project team expects to reach 30% by December 2017. This grant request is expected to fund design. Seattle has secure local funds to fully fund the design phase. Local funds for the project are split between the Roosevelt and BRT Concepts Design CIP projects. Funds in the Roosevelt project will need to be moved forward in the CIP. Seattle is willing to use Transit Corridors funding in 2019 and 2020 to support the Roosevelt project.
Project Readiness: PE
1. Are you requesting funds for ONLY a planning study or preliminary engineering? Yes 2. Is preliminary engineering complete? N/A 3. What was the date of completion (month and year)? N/A 4. Have preliminary plans been submitted to WSDOT for approval? N/A 5. Are there any other PE/Design milestones associated with the project? Please identify and provide dates of completion. You may also use this space to explain any dates above. N/A 6. When are preliminary plans expected to be complete and approved by WSDOT 6. When are preliminary plans expected to be complete and approved by WSDOT (month and year)? N/A
Other Considerations
1. Describe any additional aspects of your project not requested in the evaluation criteria that could be relevant to the final project recommendation and decision- making process. N/A 2. Describe any innovative components included in your project: these could include design elements, cost saving measures, or other innovations. N/A 3. Describe the process that your agency uses to determine the benefits of projects; this could include formal cost-benefit analysis, practical design, or some other process by which the benefits of projects are determined. The Transit Master Plan conducted a comprehensive corridor analysis of transit corridors across Seattle. Through this process the Roosevelt corridor proved to be a corridor ripe for investment.
The Transit Master Plan conducted the corridor analysis in two stages. The first stage considered the following factors: existing ridership and productivity, ridership potential (current land use), future ridership potential (2030 land use), benefits to vulnerable communities, potential for travel time savings, anchor/generator strength, and urban and commercial centers. Corridors that emerged from the first stage highly ranked proceeded to the second stage of analysis. 4. Final documents Metro_Concurrence.msg d NE NORTHGATE WAY NE 110TH ST
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