DOCSLIB.ORG

Denver Moves Transit Plan State of the System Executive Summary

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Denver Moves Transit Plan State of the System Executive Summary APPENDIX A GLOSSARY JANUARY 2019 DENVERMOVES Transit DENVER MOVES: TRANSIT PLAN APPENDIX A: GLOSSARY ACRONYMS AARP American Association of Retired Persons DFD Denver Fire Department MPH Miles per hour ACS American Community Survey (U.S. DHS Denver Human Services NACTO National Association of City Transportation Census) Officials DMT Denver Moves: Transit ADA Americans with Disabilities Act NPI Neighborhood Planning Initiative DOF Denver Department of Finance AV Autonomous vehicle OCA Denver Office of Children’s Affairs DPD Denver Police Department BAT Business access and transit (lane) OED Denver Office of Economic Development DPR Denver Parks and Recreation Department BID Business improvement district RNO Registered Neighborhood Organization DPS Denver Public Schools BRT Bus rapid transit RTD Regional Transportation District DPW Denver Public Works Department CBD Central business district SOV Single-occupant vehicle DRCOG Denver Regional Council of Governments CCD City and County of Denver (the City) SRTS Safe Routes to School FHWA Federal Highway Administration CDOT Colorado Department of Transportation TAC Technical advisory committee FTA Federal Transit Administration CIP Capital Improvement Program TDM Transportation demand management FTN Frequent Transit Network CPD Denver Community Planning and TMA Transportation management association GTFS General transit feed specification Development Department TNC Transportation network company HIN High injury network (Vision Zero) CPTED Crime Prevention Through TOD Transit-oriented Development Environmental Design HCT High-capacity transit TOL Transit-only lane DA&V Denver Arts and Venues HOT High-occupancy toll lane TPI Transit propensity index DDP Downtown Denver Partnership HOV High-occupancy vehicle (lane) TS Denver Technology Services DDPHE Denver Department of Public Health and HR Denver Human Resources Environment TSP Transit signal priority MCT Medium-capacity transit DENVERMOVES A-1 Transit DENVER MOVES: TRANSIT PLAN TERMS Alighting: The act of getting off or out of a transit vehicle (bus, train, Business access and transit lane (BAT): Traffic lanes primarily dedicated streetcar). The “number of alightings” is the number of people who alight a for transit use, but allow non-transit vehicles to enter the transit lane to transit vehicle. access driveways or intersecting streets. Amenities, stop or station: Objects or facilities (such as a shelter, bench, Buy-up service: A fee-for-service system in which a city, business district, or information display) to enhance passenger comfort, safety, and transit or some other organization pays for incremental service or the extension of usability at stops or stations. transit service offered by a transit provider. Autonomous vehicle (AV): A vehicle that can operate without human Bypass lane: Short dedicated transit lanes with signal priority that allow assistance. buses to easily enter traffic flow in a priority position and bypass congested areas. Also referred to as a queue jump. Boarding: The act of getting on or into a transit vehicle (bus, train, streetcar). The “number of boardings” is the number of people who board a Circulator service: Transit service confined to a specific locale, such as transit vehicle. a downtown area or a suburban neighborhood, with connections to major corridors. Blueprint Denver: Denver’s integrated land use and transportation plan, establishing key policy direction on land use, transportation, and Commuter rail (regional rail): Rail system that carries passengers within urban design. The plan is a policy document adopted by City Council as a urban areas, or between urban areas and their suburbs, but differs from supplement to the Comprehensive Plan. light rail transit in that the passenger cars are heavier, the average trip lengths are longer, there are few standing passengers, and the operations Bus bulb: An extension of the sidewalk or pavement out into the roadway may be carried out over tracks that are part of the railroad system in for a bus stop. the area. In RTD’s system, the University of Colorado A Line to Denver Bus rapid transit (BRT): A bus transit mode that provides service similar to International Airport is an example of a commuter rail line. rail transit, at a potentially lower cost depending on the level of investment. Features of BRT include exclusive transitways or busways, enhanced stations, branded vehicles, high-frequency all-day service, simple route structures, off-board (pre-paid) fare collection, and technologies such as real-time information. These combined features improve bus speed, reliability, and identity. A-2 APPENDIX A: GLOSSARY Complete transit system: A unifying concept for complementary transit First/last mile, first/final mile: How transit riders get to and from transit service quality and land use elements (e.g., service levels and land use stops and stations. Since transit trips do not start precisely where transit policies) and non-service elements (e.g., facilities, pedestrian and bicycle riders live, work, shop or visit, people must walk, drive, or use another access) that function together to achieve desired local outcomes for transit. method to access a transit stop or station, completing the link between A complete transit system may include increased transit information and transit and the trip origin and destination. legibility, expanded frequent service, flexible and affordable fare and pass Frequent Transit Network (FTN): A vision for a network of transit corridors programs, safe and convenient pedestrian and bicycle access to transit, and identified for phased implementation of frequent service in Denver. The FTN coordinated land use, parking, and placemaking policies. is envisioned to provide transit services that are scheduled to arrive every Consolidation/consolidated, bus stops: Reducing the number of bus 15 minutes or sooner, 6 AM to 10 PM, 7-days a week. stops so that transit vehicles make fewer stops. Game Plan: Part of Denveright, the Game Plan for a Healthy City is the City Crime Prevention Through Environmental Design (CPTED): and County of Denver’s adopted parks and recreation plan. A multi-disciplinary approach to deterring crime by designing a physical Green infrastructure: An approach to stormwater management that uses environment that positively influences human behavior and creates a vegetation, soils, roots, and natural processes to slow and filter stormwater climate of safety in a community. runoff. Green infrastructure can include large-scale systems such as parks, Daily boardings: The number of passengers getting into or onto a transit open spaces, and floodplains, or smaller, site-scale green infrastructure vehicle per day. May be counted by stop, by route, or by system. such as rain gardens, stormwater planters, and tree trenches. Dedicated transit lane: A highway or street lane reserved for buses, light High-capacity transit (HCT): High-capacity transit includes any form of rail or streetcar vehicles, or both. Also called an “exclusive” transit lane. public transit that has an exclusive right-of-way, a non-exclusive right-of-way, or a combination of both. High-capacity transit vehicles make fewer stops, Denver Moves: Pedestrians and Trails Plan: Denver’s long-term plan for travel at higher speeds, have more frequent service, and carry more people creating a world-class pedestrian city and trail network. than local service transit. High-capacity transit can include light rail, rapid Enhanced transit: Transit service that includes elements that improve streetcar, commuter rail, and bus rapid transit. speed and reliability of operation and the quality of the passenger High injury network (HIN): The corridors in Denver with the highest experience. Enhanced transit falls between standard fixed-route service number of fatal and injury crashes, as identified in Denver’s Vision Zero and bus rapid transit. Changes from fixed-route service may include Action Plan. capital improvements, such as queue jumps and upgraded stop amenities (like higher-capacity shelters or real-time information), and service High-occupancy toll (HOT) lane: A traffic lane that is available to enhancements. high-occupancy vehicles without charge; other vehicles are required to pay a fee. DENVERMOVES A-3 Transit DENVER MOVES: TRANSIT PLAN High occupancy vehicle (HOV) lane: A traffic lane reserved for vehicles Mobility hub: A transit stop or station area with access to a variety of with multiple passengers. transportation modes including pedestrian, bicycle, and shared mobility options. It is a safe, convenient, and attractive place that often includes Intermodal station: A transit stop or station at the meeting point of several commercial retail. routes or lines or of different modes of transportation. It is located on or off the street and is designed to handle the movement of transit vehicles or Mode share: The proportion of total person trips that use each mode of trains and the boarding, alighting, and transferring of passengers between transportation. For example, the number of commuters taking transit versus different modes (also known as a modal interchange center). the number driving alone, bicycling, or other possible travel modes. Intersection density: The number of street intersections per unit of area. Off-board ticketing/fare payment: A fare payment system that is located Higher intersection density is associated with improved walkability because off or outside a transit vehicle. there are more opportunities and a shorter distance required to
Load more

Recommended publications
  • 16Th Street Project Flyer ENGLISH
    16th Street Improvement Project We’re Moving Muni Forward As part of Muni Forward, SFMTA is adding transit and safety improvements along the 22 Fillmore route that will make it safer to walk and bike, increase the reliability of transit service and enhance the customer experience on and off the bus. Project Overview BENEFITS AT A GLANCE The 16th Street Improvement Project aims to improve transit reliability and Reduce travel travel time for the 18,000 customers who ride Muni along the corridor on time by almost an average weekday, while enhancing safety and accessibility. It will address transportation needs of current and future residents, workers and visitors to the southeastern portion of the 22 Fillmore route along 2.3 miles of 16th Street. The 25% project also features utility upgrades as well as new trees, sidewalks and bus shelters. To allow for zero-emission transit service into Mission Bay, the project includes extending the overhead contact system (OCS) that powers our trolley buses on 16th Street from Kansas to Third streets. Additionally, new bike lanes have been added to 17th Street to create a continuous route from Mission Bay to the Mission neighborhood. Wider sidewalks at intersections This project is part of Muni Forward, an ongoing initiative to create a safe, reli- and bus bulb outs for safer able and comfortable experience on and off transit. crossings for people walking and quicker bus boardings. Schedule Stay Connected Construction will occur in two phases. First will be Potrero Hill/ Sign-up to get project updates and alerts: Mission Bay, followed by the Mission neighborhood section.
    [Show full text]
  • Guidelines for the Safe Siting of School Bus Stops
    Guidelines for the safe location of school bus stops 1. How are bus stops determined? Bus stops will be placed on public roadways and will avoid travel on private roads and/or driveways Bus routes are designed with buses traveling on main arterials with students picked up and dropped off at central locations. Visibility – Bus drivers need to have at least 500 feet of visible roadway to the bus stop. If there is not ample visibility (e.g. curve or hill) a “school bus stop ahead sign” is put in place before the stop in accordance with WAC 392-145-030 Bus drivers activate their school bus warning lights 300-100 feet before arriving at the bus stop, where the posted speed limit is 35 mph and under, and 500-300 feet before arriving at the bus stop where the posted speed limit is 35 mph and over. 2. Why are bus stops located at corners? Bus stops may be located at corners or intersections whenever possible. Corner stops are much more visible to drivers than house numbers. Students are generally taught to cross at corners rather than in the middle of the street. Traffic controls, such as stoplights or signs, are located at corners. These tend to slow down motorists at corners, making them more cautious as they approach intersections. The motoring public generally expects school buses to stop at corners rather than individual houses. Impatient motorists are also less likely to pass buses at corners than along a street. Cars passing school buses create the greatest risk to students who are getting on or off the bus.
    [Show full text]
  • Utica Avenue Select Bus Service Workshop Summary | November 13, 2014
    Utica Avenue Select Bus Service Workshop Summary | November 13, 2014 New York City Transit +selectbusservice , Utica Avenue On November 13, 2014, the New York City transit signal priority to improve the quality and Department of Transportation (DOT) and the performance of transit and, in turn, to improve Metropolitan Transportation Authority (MTA) kicked mobility and access in the neighborhoods that off the public outreach process for the Utica it serves. SBS projects are designed to make it Avenue Select Bus Service (SBS) project. The MTA easier, safer, and more comfortable to travel by and DOT hosted a public workshop at PS 167 on bus, through features like bus bulbs, high-quality Eastern Parkway to gather initial feedback from passenger information, and overall attention to community members on plans to upgrade the B46 pedestrian and vehicular safety. limited bus to Select Bus Service. The project aims to improve bus service while maintaining traffic Utica Avenue Select Bus Service flow and curb access and to increase safety for all During the 2009 Bus Rapid Transit Phase II users along the Utica Avenue corridor in Brooklyn. Study, Brooklyn community members identified Utica Avenue as a corridor that could support The workshop brought together community and benefit from a Select Bus Service project. members, bus riders, transit advocates, Sixty-one percent of residents along the corridor representatives from elected offices, community commute to work on public transit. However, the boards, and police precincts to share their route is characterized by slow and crowded bus experiences as transit riders, drivers, and trips. The community ranked the Utica Avenue B46 pedestrians traveling along the Utica Avenue corridor as one of two corridors most in need of corridor.
    [Show full text]
  • Transit Capacity and Quality of Service Manual (Part B)
    7UDQVLW&DSDFLW\DQG4XDOLW\RI6HUYLFH0DQXDO PART 2 BUS TRANSIT CAPACITY CONTENTS 1. BUS CAPACITY BASICS ....................................................................................... 2-1 Overview..................................................................................................................... 2-1 Definitions............................................................................................................... 2-1 Types of Bus Facilities and Service ............................................................................ 2-3 Factors Influencing Bus Capacity ............................................................................... 2-5 Vehicle Capacity..................................................................................................... 2-5 Person Capacity..................................................................................................... 2-13 Fundamental Capacity Calculations .......................................................................... 2-15 Vehicle Capacity................................................................................................... 2-15 Person Capacity..................................................................................................... 2-22 Planning Applications ............................................................................................... 2-23 2. OPERATING ISSUES............................................................................................ 2-25 Introduction..............................................................................................................
    [Show full text]
  • SEPTA Bus Stop Design Guidelines
    The Delaware Valley Regional Planning Commission is The symbol in our logo is adapted from the dedicated to uniting the region’s elected officials, planning official DVRPC seal professionals and the public with a common vision of and is designed as a making a great region even greater. Shaping the way we stylized image of the live, work, and play, DVRPC builds consensus on Delaware Valley. The outer ring symbolizes the region as improving transportation, promoting smart growth, a whole while the diagonal bar signifies the Delaware River. The two adjoining crescents represent the protecting the environment, and enhancing the economy. Commonwealth of Pennsylvania and the State of We serve a diverse region of nine counties: Bucks, New Jersey. Chester, Delaware, Montgomery, and Philadelphia in Pennsylvania; and Burlington, Camden, Gloucester, and DVRPC is funded by a variety of funding sources including federal grants from the U.S. Department of Mercer in New Jersey. DVRPC is the federally designated Transportation’s Federal Highway Administration Metropolitan Planning Organization for the Greater (FHWA) and Federal Transit Administration (FTA), Philadelphia Region — leading the way to a better future. the Pennsylvania and New Jersey departments of transportation, as well as by DVRPC’s state and local member governments. The authors, however, are solely responsible for the findings and conclusions herein, which may not represent the official views or policies of the funding agencies. DVRPC fully complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. DVRPC’s website (www.dvrpc.org) may be translated into multiple languages.
    [Show full text]
  • Directions from the Heathrow Terminals to the Airline Coach
    Directions from the Heathrow Terminals to the Airline Coach Terminal 2 - Enter the arrivals area, here you will see lots of people waiting. - Exit the terminal building and walk to the elevators straight ahead - Take the elevator down to floor -1 - Turn right out of the elevator - Follow the signs to the Central Bus station - Take the travellator - You will see an elevator with signs on it to the Central Bus station and to the Chapel - Take the elevator up to floor 0 Central Bus station - Turn right out of the elevator and go to Exit A. - Go to Stand 15 and wait for the Airline coach Terminal 3 - Enter the arrivals area, here you will see lots of people waiting. - Straight ahead of you is a ramp. - Walk down the ramp following the signs to the Central Bus station - Take the travellator - Turn left to the Central Bus station - Turn left again following signs to the Central Bus station - Turn right - You will see an elevator with signs on it to the Central Bus station and to the Chapel - Take the elevator up to floor 0 Central Bus station - Turn right out of the elevator and go to Exit A. - Go to Stand 15 and wait for the Airline coach Terminal 4 - Enter the arrivals area, here you will see lots of people waiting. - Walk towards the sign that says ‘Meeting Point’ - Pass the shop called ‘Boots’ - Look for the sign which says ‘free transfer to all terminals’ - Pass the ticket machines and walk through the glass doorway. - Turn left towards the elevators and take the elevator down to floor -1 - Come out of the elevator and follow the signs
    [Show full text]
  • Schedules & Route Maps
    8/30/2021 Schedules & Route Maps NORTH KITSAP Save paper Scan the QR code to access this book online. COMPLETE GUIDE TO ROUTED BUS SCHEDULES 93, 94, 95, 96, 97, 98, 99, 106, 301, 302, 307, 332, 333, 338, 344 & 390 Refer to the following individual schedules for additional service in this area: BI Ride • Kingston Ride • Kingston / Seattle Fast Ferry Do you have questions about a schedule? 360.377.BUSS (2877) 800.501.RIDE (7433) Email: [email protected] Connect with Us Kitsap Transit is Committed Visit Kitsap Transit online for the most up-to-date to Your Safety information and to subscribe to Rider Alerts. www.kitsaptransit.com Doing Our Part For assistance contact Customer Service In response to the pandemic, we’re doing everything 360.377.BUSS (2877) 800.501.RIDE (7433) we can to keep you healthy and safe when you ride. Email: [email protected] Face Coverings: Customers must wear Follow us @kitsaptransit a face covering to ride, unless exempt by law. Masks available upon request. Hablas español? Para obtener información sobre los servicios o tarifas de Kitsap Daily Disinfection: We disinfect Transit en español, llame al 1-800-501-7433 durante el horario regular de oficina. El personal de servicio al cliente le conectará a high-touch areas daily with a non-toxic un intérprete para ayudar a responder sus preguntas. cleaner certified to kill coronaviruses. Tagalog? Hand Sanitizer: Dispensers are Upang makakuha ng impormasyon tungkol sa mga serbisyo o singil ng Kitsap Transit sa wikang Tagalog, mangyaring installed on Routed and ACCESS buses.
    [Show full text]
  • Transit Speed and Reliability Guidelines and Strategies
    TRANSIT SPEED & RELIABILITY GUIDELINES & STRATEGIES AUGUST 2021 II KING COUNTY METRO SPEED AND RELIABILITY GUIDELINES AND STRATEGIES AUGUST 2021 CONTENTS 1. INTRODUCTION ............................................................................1 5. CASE STUDIES ............................................................................ 99 2. OVERVIEW OF SPEED AND RELIABILITY ���������������������������������������3 5.1 RENTON, KENT, AUBURN AREA MOBILITY PROJECT ............... 100 2.1 WHAT ARE SPEED AND RELIABILITY? ........................................4 5.1.1 FORMING PARTNERSHIP .........................................................100 2.2 TYPES OF PROJECTS ..................................................................8 5.1.2 TOOLS IMPLEMENTED ............................................................101 2.3 BENEFITS OF SPEED AND RELIABILITY IMPROVEMENTS ...........12 5.1.3 LESSONS LEARNED ................................................................103 2.3.1 MEASURED BENEFITS .............................................................. 12 5.2 98TH AVENUE NE AND FORBES CREEK DRIVE QUEUE JUMP . 104 2.3.2 ACHIEVE REGIONAL AND LOCAL GOALS .................................. 14 5.2.1 FORMING PARTNERSHIP ........................................................104 2.3.3 SCALABLE SOLUTIONS ............................................................. 17 5.2.2 TOOLS IMPLEMENTED ............................................................106 2.3.4 BENEFITS TO OTHER MODES .................................................... 17
    [Show full text]
  • 2017 Bus Stop Procedures Manual
    2017 Bus Stop Procedures Manual GREENVILLE TRANSIT AUTHORITY dba GREENLINK Table of Contents Purpose ......................................................................................................................................................... 2 Stop Parameters ........................................................................................................................................... 3 Bus Dimensions and turn radii .................................................................................................................. 3 Bus Stop Typology ..................................................................................................................................... 4 Near-side ............................................................................................................................................... 4 Far-side .................................................................................................................................................. 5 Mid-block .............................................................................................................................................. 6 Stop Spacing and Placement ..................................................................................................................... 7 Service Delivery ......................................................................................................................................... 8 Stop Design/Environment ...........................................................................................................................
    [Show full text]
  • Page. CLAIMS of the PRINCIPLE of RPTATION of TURBINE ONE
    Page. CLAIMS OF THE PRINCIPLE OF RPTATION OF TURBINE ONE. What to claim is: 1. Rotation is obtained of the cross axial and axial bearing mounted turbine rotors, by shielding the returnblades partially or completely and uncovering the pushblades partially or completely. 2. Rotation of horizontal and vertical mounted rotor operable in bearings comprising at least three rotor blades radial and axially projecting its form expending from the hub. Cross-axial rotation of turbine rotors by means of shielding vane, or wind screen shielding the return blades partially or completely and uncovering the pushblades partially or completely for fluid to be channelled cross axially trough the intakes and impact coaxial and horizontally on the transverse projecting turbine rotor blades causing rotation of the prime mover, drivetrain by the converting kinetic energy into mechanical energy and into electric energy by means of a constant transmission turbine gearbox and lubricant system mechanical coupled in rotational mode with the electric generator rotor, comprising a cylindrical permanent or electromagnet coupled electrically to the exciter electrically connected with the disk magnet and axially opposing stator coils or disk or plates or massive electric conductive material disk or cylinder. 3. Rotation of the horizontal and vertical turbine rotor is obtained in clockwise direction and in counterclockwiswise direction. Generating AC current or dc current. Defines the rotor by at least two axial halves exposed axially for cross-axial flow axial flow and/or for perpendicularly flow turbine rotors. A left and right axial halve, or upper and lower axial halve which form the returnblades section and the pushblades intake and exhaust sections.
    [Show full text]
  • BC Transit. "Design Guidelines for Accessible Bus Stops."
    BC TRANSIT MUNICIPAL SYSTEMS PROGRAM DESIGN GUIDELINES FOR ACCESSIBLE BUS STOPS FORWARD -- MINIMUM REQUIREMENTS FOR DESIGNATION OF ACCESSIBLE BUS STOPS The guidelines for an accessible stop are: In areas where a sidewalk is the pedestrian right-of-way: The preferable roadside condition for a transit stop is a concrete barrier curb 150 mm (6 in) high, without indentation for a catch basin. The transit stop-waiting pad should be a clear minimum of 2.1 m (7 ft) x 1.98 m (6.5 ft). This is necessary in order to accommodate the wheelchair ramp deployment from the bus and to allow for wheelchair movement after clearing the ramp. Provide one or two paved connections from waiting pad to the sidewalk for a width of 1.5 m (5 ft). If street furniture or other such objects are provided (i.e. newspaper box, overhead signage), they must be located to provide a minimum clear width of 1.5 m (5 ft) and clear headroom of 2.0 m (6.5 ft) for the pedestrian path. They must be kept clear of the transit loading and unloading area. If a bench for seating is installed within bus stop areas, it should not be placed on a sidewalk after having a width of less than 2 m (6.5 ft), or within 6 m (20 ft) of any fire hydrant. In areas where no sidewalk exists, a concrete or asphalt pad on the shoulder of the road, as illustrated in Figure 6, is recommended. As illustrated, the pad must be elevated above road grade 150 mm.
    [Show full text]
  • Transit Improvements – Faster and More Reliable Service PUBLIC OPEN HOUSES – SPRING 2014
    TRANSIT IMPROVEMENTS – FASTER AND MORE RELIABLE SERVICE PUBLIC OPEN HOUSES – SPRING 2014 LINE 1 & 1R MINIMIZING ROAD USER CONFLICTS, MAXIMIZING SPEED & EFFICIENCY STATION #6 CONSOLIDATION BENEFITS OF THE ROAD DIET, CONSOLIDATION & TREATMENT OPTIONS EXAMPLES OF BUS BULBS AND TRANSIT ISLANDS § Minimize bus-bicycle conflict in roadway: A road diet provides sufficient space for separate bicycle BUS BULB-OUT CONCEPT ILLUSTRATION OPTION lanes or cycle tracks so that buses do not have to share the vehicle travel lane with cyclists. § Minimize bus-bicycle conflict at bus stops: Bus bulbs provide opportunities to physically separate BERKELEY Sacramento St bicycles and buses at bus stops by routing bicycles behind the bulb (creating a “transit island”). Alcatraz Ave College Ave 62nd St Adeline St § Enable more efficient transit service: Bus bulbs provide a more convenient and efficient transit Shattuck Ave 60th St facility for bus operators to access and egress; 59th St Claremont Ave § 58th St Improve transit passenger waiting environment: Bus bulbs provide space for shelters, benches LIFORN CA IA 24 Stanford Ave and signs, while freeing space from existing sidewalks for landscaping, bike parking, seating and other Aileen St 56th St furnishings; 55th St Transfer: AC Transit Transfer: Line 12 Broadway AC Transit § Improve bus speed and reliability: Transit Signal Priority (TSP) combined with bus stop relocation to Line 12 Broadway Ter the far-side of signals, and queue bypass lanes improve service speed and reliability. 49th St 51st St EMERYVILLE 48th St LIFORN CA IA 47th St OAKLAND 123 45th St 46th St San Pablo Ave BERKELEY Sacramento St Transfer: AC Transit 44th St 43rd St Alcatraz Ave Lines 31, 57 Pleasant Valley Ave INCREASE TRANSIT SPEED WHILE IMPROVING THE TRANSIT RIDER EXPERIENCE College Ave 62nd St Adeline St 41st St TRANSIT ISLAND WITH BIKE LANE BEHIND: 40th St Shattuck Ave 60th St West St NORTHBOUND BUS SPEED SOUTHBOUND BUS SPEED SEATTLE, WA 59th St Claremont Ave MLK Jr.
    [Show full text]