Advisory Group Meeting #5. Potential Near-Term Mobility Strategies January 26, 2017. Ruth Fisher Board Room, Union Station. move | connect | experience 6:00 - 8:00 pm.

TABLE OF CONTENTS

1-2 Advisory Group: Near-Term Strategies Input

3-9 Surface Street Options: North-South Travel

10 Draft Guiding Principles

11-12 Surface Street Scenario Evaluation

13 Potential for On-Time Delivery

14 -15 Bus Service Restructuring Options

16-24 Potential Transit Service Concepts

25-30 Surface Street Options: Union, Pike, & Pine Streets ADVISORY GROUP Near-Term Strategies Input

)FMQJOH
"EESFTT
/FBS5FSN
.PCJMJUZ
$IBMMFOHFT • Seattle faces an enviable challenge - managing growth spurred by one of the nation’s strongest economies and the draw of a vibrant city located in a spectacular region of the world. /FBS5FSN
• Growth is driving increased demand for access and mobility in a +"/
 0QQPSUVOJUJFT
time when construction projects seem omnipresent. BOE
$IBMMFOHFT • Sound Transit light rail will be extended to Northgate by 2021 and Lynnwood and the Eastside (East Link) by 2023, providing 1SFTFOUBUJPO
important new access to the Center City. +"/
 PO
1PUFOUJBM
• Seattle residents and regional commuters need safe, affordable, 4USBUFHJFT comfortable, reliable and convenient transportation options to, through, and within Center City. %JTDVTTJPO
• One Center City will identify a set of recommended strategies to '&#
 PG
1PUFOUJBM
address near-term mobility challenges and prioritize public realm 4USBUFHJFT investments, providing safe and reliable options for all users.

3FDPNNFOEFE
."3$) 4USBUFHJFT
'PS
'VSUIFS
&WBMVBUJPO
BOE
0VUSFBDI

1VCMJD
BOE
"13*- 4UBLFIPMEFS
0VUSFBDI

$PVODJM
BOE
#PBSE
%FDJTJPO
1SPDFTTFT

 ,FZ
3PMFT
PG
UIF
"EWJTPSZ
(SPVQ

• Focus on alignment with adopted One Center City Draft Guiding Principles. • Consider the balance of bus service restructuring and surface street capital projects to guide the technical team in developing a draft preferred set of strategies. • Share feedback on specific proposals to help refine the concepts. This input will be considered before proposals move into a broader public involvement process. • Members are not asked to be technical experts.

'JOBM
SFDPNNFOEBUJPOT
XJMM
SFRVJSF
BQQSPWBM
GSPN
UIF
4FBUUMF
$JUZ
$PVODJM
UIF
.FUSPQPMJUBO
,JOH
$PVOUZ
$PVODJM
BOE
UIF
4PVOE
5SBOTJU
#PBSE
PG
%JSFDUPST
*O
UIF
DPNJOH
NPOUIT
,JOH
$PVOUZ
.FUSP
5SBOTJU
BOE
4PVOE
5SBOTJU
XJMM
TFFL
DVTUPNFS
DPNNFOUT
PO
QPUFOUJBM
DIBOHFT
UP
CVT
SPVUFT

*O
SFWJFXJOH
WBSJPVT
QSPKFDUT
BOE
TFSWJDF
PQUJPOT
XF
OFFE
ZPVS
JOQVU
PO

Values Alignment

• How various service proposals, capital projects, and operations strategies align with the One Center City Draft Guiding Principles. See One Center City Draft Guiding Principles sheet.

Balance

• How should we prioritize limited rights-of-way? (Transit, SOVs, pedestrian, parking etc.) • How should we invest in operating bus routes differently vs. operating streets differently? • How can we accomodate mobility and access needs while creating vibrant, functional public spaces? • What issues are your communities going to be most interested in or most concerned about? • Are there other strategies that need to be on the table?

Stakeholder Interests and Communication

• Changes to streets and public spaces affect many stakeholder groups. Options and tradeoffs will be communicated more broadly over the coming months. JOIN THE CONVERSATION AND LEARN MORE AT:

 onecentercity.org SURFACE STREET OPTIONS North-South Travel

8IBU
JT
UIF
$IBMMFOHF
BOE
UIF
0QQPSUVOJUZ • Center City mobility and access demands are growing rapidly; there is very limited additional public right-of-way on surface streets to accommodate travel growth.

• Center City streets, particularly north-south avenues in downtown, have many mobility and access priorities to balance, including:

» Safe facilities for people walking and on bicycles » Curb uses, including commercial loading, passenger loading, and short-term parking » Transit operations and passenger facilities » General purpose traffic » Freight and commercial vehicle movements » Active uses of the public realm. • Local and regional bus services provide critical access to Center City jobs and services.

• Major changes in Center City, including the end of bus operations in the Downtown Seattle Transit Tunnel, opening of the Center City Streetcar, closure of the Alaskan Way Viaduct, and other regional projects, will put pressure on already strained surface streets.

• If Downtown Seattle Transit Tunnel buses are moved on to surface streets in conjunction with the Viaduct coming down and reduced capacity on 1st Avenue, projections show regional buses on 2nd and 4th Avenues will slow to speeds of just 3 to 4 miles per hour during the afternoon peak period without capital investments to improve surface operations.

What Options Will You Review? Four scenarios for 2019: A. Baseline, representing 2019 conditions with no One Center City actions or investments (“Do Nothing”) B. Operational Enhancements on 2nd, 3rd, and 4th Avenues C. 2019 4th Avenue & 5th Avenue Transit Couplet D. 5th Avenue Transit Spine  What Do Uhe Draft Options Include? • These options are packages of surface street projects representing different approaches to addressing near-term access and mobility challenges. • Options for improving transit, bicycle facilities, pedestrian and public realm, and general purpose traffic operations were considered for each major corridor and the system as a whole. • Options emphasize solutions for transit following the end of bus operations in the Downtown Transit Tunnel (as early as Fall 2018) and before future light rail extensions, which will reduce downtown bus volumes (2021/2023). • Options assume all tunnel buses move to surface street pathways. • Certain corridor projects can be implemented independently; others rely on other capital improvements or service adjustments. • The Dashboard provides a comparison of each scenario to existing (2016) conditions.

8IBU
)BQQFOT
/FYU
XJUI
UIF
%SBGU
0QUJPOT

• One Center City Interagency Team members will review Advisory Group input and consider it along with technical analysis, additional stakeholder feedback, and public comment to develop a draft set of preferred near-term projects and strategies. • Draft Recommended Strategies will be presented for Advisory Group review at the March meeting. • Before any decisions are made, surface street options identified in the One Center City planning effort will go through a separate public involvement process.

JOIN THE CONVERSATION AND LEARN MORE AT:

 onecentercity.org

 OPTION A: BASELINE OR “DO NOTHING” (2019)

Downtown Seattle 1st Ave 2nd Ave 3rd Ave Transit Tunnel 4th Ave 5th Ave 6th Ave * Typical cross sections between Spring St and Madison St looking north. Curb parking/loading not shown except where subject to change.

SB SB SB 2-way SB SB NB NB SB NB NB NB NB NB NB SB SB SB NB NB NB

Existing SB SB NB NB Parking /Loading Parking & Light-Rail Light-Rail Travel Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Loading Bike Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane / Bus / Bus

SB SB NB NB SB SB SB 2-way SB SB NB NB SB NB NB NB NB NB NB SB SB SB NB NB NB Parking /Loading Parking & Travel Lane Streetcar Streetcar Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Light-Rail Light-Rail Loading Bike Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane

Option A Concept NB = Northbound SB = Southbound • Center City Connector • Downtown Seattle Transit • Same as today • Light rail only • Downtown Seattle Transit Tunnel • Same as today • Same as today Streetcar Tunnel bus routes operate • Light rail headway bus routes operate northbound southbound on 2nd Ave • One lane each direction same as today on 4th Ave repurposed for transit lane • Existing 2-Way protected • Traffic volumes increase 10-15% bike lane is extended due to temporary Alaskan Way north to Denny and south to Jackson (current SDOT closure and lane repurposing on project) 1st Ave • Traffic volumes increase 10-15% due to temporary What is Changing? Alaskan Way closure and lane repurposing on 1st Ave KEY TAKEAWAYS: • Bus trips are longer and less reliable for transit customers on 2nd, 4th, and 5th Avenues • Transit agencies pay more to maintain current service levels • Several key bus stopsDRAFT are overcrowded during the PM peak, affecting pedestrian movements • Light rail reliability improves in Downtown Seattle Transit Tunnel • Drivers have longer peak trips due to traffic shifting from Alaskan Way and 1st Avenue and increased bus volumes • Challenging to implement northbound and southbound protected bike lane east of 3rd Ave

 OPTION B: OPERATIONAL ENHANCEMENTS ON 2ND, 3RD, 4TH, & 5TH AVENUES (2019)

Downtown Seattle 1st Ave 2nd Ave 3rd Ave Transit Tunnel 4th Ave 5th Ave 6th Ave * Typical cross sections between Spring St and Madison St looking north. Curb parking/loading not shown except where subject to change.

SB SB NB NB SB SB SB 2-way SB SB NB NB SB NB NB NB NB NB NB SB SB SB NB NB NB Existing Parking /Loading Parking & Light-Rail Light-Rail Travel Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Loading Bike Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane / Bus / Bus

With sidewalk reduction

SB SB SB SB

Protected Travel Lane Travel Lane Travel Lane Bike Lane SB SB NB NB SB SB SB 2-way SB SB NB NB NB NB NB NB NB NB NB NB SB NB With lane reduction Parking /Loading Travel Lane Streetcar Streetcar Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Protected Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane Travel Lane Bike Lane Light-Rail Light-Rail Bike Lane

SB SB SB Protected/ Protected/

Option B Concept NB = Northbound permissive right-turn phasing permissive right-turn phasing Protected Travel Lane Travel Lane SB = Southbound Bike Lane • Same as Baseline • Intersection improvements at • Opportunities to speed • Same as Baseline • Intersection improvements at • Southbound protected • Same as Baseline westbound cross streets (i.e., boarding at bus stops are eastbound cross streets (i.e., bike lane would require Madison & Columbia) pursued Cherry, Marion, Spring, Pike) repurposing a travel • Signal phasing that allows • Allows some buses to • Signal phasing that allows transit lane or moving curbs transit lane to clear of right relocate from 2nd & 4th lane to clear of right turning and possibly removing turning vehicles Aves vehicles trees • Improvements to • Northbound protected bike lane • Reduction to two travel passenger environment & (assume paired with southbound lanes would require organization at crowded lane on 5th Ave) additional investment in What is Changing? bus stops two-way 6th Ave

KEY TAKEAWAYS: • Modest operational improvements for transit on 2nd and 4th Avenues, but potential improvements to speed boarding allow some regional routes to relocate to 3rd Avenue • Opportunity to implementDRAFT 4th and 5th Avenue protected bike lane couplet • Low capital investment allows easier implementation before Fall 2018

 OPTION C: 4TH & 5TH AVENUE TRANSIT COUPLET (2019)

Downtown Seattle 1st Ave 2nd Ave 3rd Ave Transit Tunnel 4th Ave 5th Ave 6th Ave * Typical cross sections between Spring St and Madison St looking north. Curb parking/loading not shown except where subject to change.

NB NB SB SB SB 2-way SB SB NB NB SB NB NB NB NB NB NB SB SB SB NB NB NB

Existing SB SB Parking /Loading Parking & Light-Rail Light-Rail Travel Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Loading Bike Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane / Bus / Bus

SB NB NB

Travel Lane Travel Lane Travel Lane

SB NB SB SB NB NB SB SB SB 2-way SB SB NB NB NB NB NB NB NB SB SB SB Spring to University Parking /Loading Travel Lane Streetcar Streetcar Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Light-Rail Light-Rail Travel Lane Travel Lane Travel Lane Transit Only Lane Transit Only Lane Transit Only Lane Travel Lane Travel Lane Bike Lane

Protected/ Protected/ SB 5 NB NB permissive right-turn phasing permissive right-turn phasing

Option C Concept NB = Northbound Travel Lane To SB I-5 Travel Lane Travel Lane SB = Southbound • Same as Baseline • Intersection improvements at • Same as Baseline • Same as Baseline • Second northbound transit lane • One lane repurposed • Converted to two-way westbound cross streets (i.e., added to create southbound street between Stewart transit lane and Marion Madison, Columbia) • Dual transit lane adds capacity • More bus service moved • Southbound travel lane • Signal phasing that allows for buses provides additional transit lane to clear of right to 5th Avenue to take • Current skip stop pattern advantage of transit capacity for I-5 access turning vehicles retained lane from North Downtown, Denny Triangle, • Signal phasing that allows transit • One travel lanes north Belltown, and South lane to clear of right turning of Madison, three south Lake Union vehicles of Madison

What is Changing? • 5th Ave transit lane is • Does not allow room for bike lane • Does not allow room for dependent on two-way bike lane 6th Ave KEY TAKEAWAYS: • Adds one full lane of transit capacity northbound and southbound • Repurposing lane for transit on 5th Avenue necessitates new southbound lane on 6th Avenue; important for access to I-5 South • Very difficult to implementDRAFT northbound or southbound protected bike lane east of 3rd Avenue • Sidewalk crowding is an issue on 2nd, 4th, and 5th Avenues • Bus passengers may have to walk further uphill/downhill to access transit • Has the most significant reduction in on-street parking and loading during the peak period • More intensive capital projects such as two-way 6th Avenue will require expedited process to implement by Fall 2018

 OPTION D: 5TH AVENUE TWO-WAY TRANSIT SPINE (2019)

Downtown Seattle 1st Ave 2nd Ave 3rd Ave Transit Tunnel 4th Ave 5th Ave 6th Ave * Typical cross sections between Spring St and Madison St looking north. Curb parking/loading not shown except where subject to change.

SB SB NB NB SB SB SB 2-way SB SB NB NB SB NB NB NB NB NB NB SB SB SB NB NB NB Existing Parking /Loading Parking & Light-Rail Light-Rail Travel Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Loading Bike Lane Travel Lane Travel Lane Travel Lane Transit Only Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane / Bus / Bus

SB NB NB

Travel Lane Travel Lane Travel Lane

SB SB NB NB SB SB SB 2-way SB SB NB NB 2-way NB NB NB NB SB SB NB SB NB Spring to University Peak GP / Parking /Loading Peak GP / Travel Lane Streetcar Streetcar Travel Lane Travel Lane Travel Lane & Left-Turn Protected Transit Only Lane Transit Only Lane Transit Only Lane Transit Only Lane Protected Travel Lane Travel Lane Travel Lane Bus Stop Transit Only Lane Transit Only Lane Transit Only Lane Off-Peak Parking Bike Lane Off-Peak Parking Light-Rail Light-Rail Bike Lane Note: Center lane alternates between NB and SB to allow buses to pass at stops. SB 5 NB NB

Travel Lane Travel Lane Travel Lane Option D Concept NB = Northbound SB = Southbound • Same as Baseline • Southbound transit lane • Same as Baseline • Same as Baseline • Northbound transit lane removed • Transit only during peak • Converted to two-way periods from Stewart to street between Stewart removed • East curb lane used for general Jackson and Marion • West curb lane used for traffic during peak and parking/ • Operates similar to 3rd general traffic during peak loading during off peak • Southbound travel lane Ave Transit Spine; transit provides additional and parking/loading during • Most transit service relocated to only at peaks with limited capacity for I-5 access off peak 5th Ave access and delivery from North Downtown, • Most transit service relocated • Most bus services Denny Triangle, Belltown, using 2nd & 4th Aves to 5th Ave and South Lake Union consolidate to 5th Ave • 5th Ave peak transit only

What is Changing? • Signficantly alters the existing 5th Ave operation is dependent streetscape and tree line on two-way 6th Ave KEY TAKEAWAYS: • Concentrates transit service on 1st, 3rd, and 5th Avenues • During peak, most surface transit is operating in a transit-only lane • Simplifies street DRAFToperation as there are very limited turn movements from 5th Avenue during peak periods • Simplified traffic operations reduce driver delay, but would change access to some buildings & garages • Bus passengers may have to walk further uphill/downhill to access transit • Introducing new bus stops on 5th Avenue would require impact streetscape and require some tree removal • 5th and 6th Avenue project elements are capital intensive; design/outreach would make Fall 2018 completion challenging

 NORTH/SOUTH SURFACE STREET OPTIONS OVERVIEW Change from Today

Opportunity to Implement Change in Transit Travel Additional Downtown General Purpose Traffic Change in On-Street Pedestrian Experience at Surface Street Project Northbound and Southbound Potential for On-Time Time & Reliability Transit Operating Costs Travel Time Parking & Loading Spaces Hubs and Major Bus Zones Capital Cost Protected Bike Lane Delivery (Downtown Bus Riders) (Bus Only) (East of 3rd Ave)

Travel Time: Northbound: +3.5 min. +0.3 min. 2ND per rider during peak period average of 4th & 6th Ave No 3RD Reliability: +$7-$8M N/A annually Southbound: 4TH

Option A: Change LOW N/A

2019 Baseline +3.0 min. 5TH LOW average of 2nd, 5th, & 6th Ave

Travel Time: Northbound: Commercial +1.9 min. No Change Load Zones: -1 2ND per rider during peak period average of 4th & 6th Ave +$1.5- Passenger 3RD Load Zones: -4 Reliability: $11-$14M $2.5M Southbound: Parking 4TH MED HIGH annually Stalls: -25 +2.8 min. 5TH Enhancements to average of 2nd, 5th, & 6th Ave

2nd, 3rd, 4th, & 5th MED during PM peak period Option B: Operational

Travel Time: Northbound: Commercial -6 +1.7 min. +1.2 min. Load Zones: 2ND per rider during peak period average of 4th & 6th Ave +$0.5- Passenger 3RD Load Zones: -19 Reliability: $14-$17M $1M Southbound: Parking 4TH LOW MED Option C: annually Stalls: -45

Transit Couplet +3.4 min. 5TH

4th & 5th Avenue MED average of 2nd, 5th, & 6th Ave during PM peak period

Travel Time: Northbound: Commercial No +0.7 min. Load Zones: -3 2ND Change average of 4th & 6th Ave per rider during peak period Passenger 3RD Load Zones: -4 Reliability: +/-$0M $22-$28M annually Southbound: Parking 4TH MED LOW Option D: DRAFTStalls: -36 Transit Spine No Change 5TH HIGH average of 2nd, 5th, & 6th Ave during PM peak period 5th Avenue Two-Way

 The draft guiding principles below were developed based upon feedback received at the November 10 Advisory Group meeting as well as a follow-up meeting between agency staff and several Advisory Group member volunteers held on November 22. These include refinements from the January 12 meeting.

Draft Guiding Principles

Equity: Design for the health, safety and well-being of all who live in our community using established race and social justice guidelines.

Flexibility: Create flexible systems that can evolve over time by taking a system-wide view and challenging long-held assumptions.

Optimization: Optimize use of limited street and sidewalk space for people and goods.

Public space: Design the street experience and public realm so that they are inviting, engaging, safe and supportive of social connections and community-building.

Stewardship: Reduce vehicles and emissions and use sustainable building practices.

Transportation: Provide safe, affordable, comfortable, reliable and convenient transportation options for all users of all abilities – daytime and nighttime, commuters and non-commuters, and those needing timely multiple connections.

User experience: Create an easy to use and intuitive system by prioritizing accessibility, pedestrian mobility, wayfinding, and multimodal connectivity.

Well-being: Support social sustainability and economic prosperity for all.

 SURFACE STREET SCENARIO EVALUATION Preliminary Measures used for Surface Street Dashboard

5IF
GPMMPXJOH
DBO
CF
VTFE
BT
B
SFGFSFODF
TIFFU
GPS
SFWJFXJOH
QPUFOUJBM
4VSGBDF
4USFFU
0QUJPOT
BOE
UIF
QSFMJNJOBSZ
NFBTVSFT
UIBU
XFSF
VTFE
UP
BTTFTT
UIFN

(VJEJOH
1SJODJQMFT
8IBU
"SF
8F
)PX
8BT
UIF
3BUJOH
,FZ
"TTVNQUJPOT
PS
.FBTVSF 4VQQPSUFE .FBTVSJOH $BMDVMBUFE 2VBMJGJFS

Change in Transit Travel $IBOHF
JO
USBWFM
UJNF
BOE
$BMDVMBUFE
VTJOH
USBGGJD #VT
SJEFST
PO
USBOTJU
Time and Reliability: User SFMJBCJMJUZ
GPS
CVT
SJEFST
BOE
CVT
TUPQ
PQFSBUJPOT
UVOOFM
SPVUFT
DVSSFOUMZ
Downtown Bus Riders experience USBWFMJOH
UP
BOE
UISPVHI
NPEFM
JODMVEFT
USBWFM
FYQFSJFODF
IJHIFS
USBWFM
EPXOUPXO UJNF
BOE
SFMJBCJMJUZ
PO
TQFFET
BOE
CFUUFS
OE
UI
BOE
UI
"WF SFMJBCJMJUZ
UISPVHI
Transportation EPXOUPXO
BOE
XJMM
FYQFSJFODF
B
HSFBUFS
EFHSBEBUJPO
UIBO
CVT
SJEFST
VTJOH
DVSSFOU
Equity TVSGBDF
TUSFFU
SPVUFT

Stewardship

Additional Downtown $IBOHF
JO
BOOVBM
CVT
"EEJUJPOBM
USBOTJU
EFMBZ
%PFT
OPU
BDDPVOU
Transit Operating Costs Well-being USBOTJU
PQFSBUJOH
DPTUT
DPNQBSFE
UP
FYJTUJOH
GPS
PUIFS
DIBOHFT
JO
SFTVMUJOH
GSPN
JODSFBTFE
DPOEJUJPOT EPXOUPXO
USBGGJD
PS USBWFM
UJNFT
GPS
CVTFT
$BMDVMBUFE
VTJOH
B
CVT
USBOTJU
PQFSBUJPOT
TVDI
BT
PQFSBUJOH
PO
TVSGBDF
TUPQ
PQFSBUJPOT
NPEFM
DIBOHFT
SFMBUFE
UP
&BTU
TUSFFUT UIBU
FWBMVBUFT -JOL
DPOTUSVDUJPO
BOE
XBUFSGSPOU
DPOTUSVDUJPO t %FMBZ
CFDBVTF
CVTFT BSF
CBDLFE
VQ
BU
CVT "MM
DPTUT
JO

EPMMBST
TUPQT EPFT
OPU
JODMVEF
-JHIU
3BJM
PQFSBUJOH
DPTUT t "EEJUJPOBM
EXFMM
UJNF EVF
UP
JODSFBTFE QBTTFOHFS
WPMVNFT t "EEJUJPOBM
UJNF
UP SFBDI
MBZPWFS

General Purpose Traffic "WFSBHF
BNPVOU
PG
.PEFMFE
VTJOH
USBGGJD 5SBGGJD
QBUUFSO
DIBOHFT Travel Time Transportation BEEJUJPOBM
UJNF
BVUP
PQFSBUJPOT
NPEFMT
UIBU
SFTVMUJOH
GSPN
MBOF
ESJWFST
BOE
QBTTFOHFST
TJNVMBUF
USBGGJD
PQFSBUJPOT DIBOHFT
PO
TU
"WFOVF
TQFOE
USBWFMJOH
UISPVHI
JODMVEJOH
HFOFSBM
EVF
UP
$FOUFS
$JUZ
EPXOUPXO
EVSJOH
QVSQPTF
USBGGJD
CVTFT $POOFDUPS
TUSFFUDBS
BOE
Equity BGUFSOPPO
QFBL
QFSJPE CJDZDMFT
BOE
QFEFTUSJBOT UFNQPSBSZ
DMPTVSF
PG
"MBTLBO
8BZ
UBLFO
JOUP
BDDPVOU

Stewardship *ODMVEFT
USBWFM
OPSUI
PS
TPVUI
PO
OE
UI
UI
BOE
UI
"WFT
PS
FBTU
PS
XFTU
PO
1JLF
BOE
1JOF
4USFFUT

 (VJEJOH
1SJODJQMFT
8IBU
"SF
8F
)PX
8BT
UIF
3BUJOH
,FZ
"TTVNQUJPOT
PS
.FBTVSF 4VQQPSUFE .FBTVSJOH $BMDVMBUFE 2VBMJGJFS

Opportunity to 0QQPSUVOJUZ
UP
&WBMVBUFE
QFSGPSNBODF
PG









IBT
MJNJUFE
JNQBDU
User HIGH Implement Protected JNQMFNFOU
B
OFX
HFOFSBM
QVSQPTF
BVUP
BOE
PO
USBWFM
UJNFT
GPS
experience Bike Lane QSPUFDUFE
CJLF
MBOF
JO
USBOTJU
XJUI
JODMVTJPO
PG
USBOTJU
BOE
BVUP
USBWFMFST CPUI
UIF
OPSUICPVOE
BOE
QSPUFDUFE
CJLF
MBOF
VTJOH
MED IBT
TPNF
JNQBDU
TPVUICPVOE
EJSFDUJPOT
7JTTJN
USBGGJD
PQFSBUJPOT CVU
JNQBDU
NBZ
CF
Optimization FBTU
PG
SE
"WF
BOE
JO
NPEFM SFEVDFE
JG
DPNCJOFE
XJUI
CPUI
EJSFDUJPOT
PO
UIF
PUIFS
TUSBUFHJFT
TVSGBDF
1JLF1JOF
$PSSJEPS
TUSFFU
PS
TFSWJDF
JOUFSWFOUJPO
Flexibility










IBT
TJHOJGJDBOULOW JNQBDU
PO
USBWFM
UJNFT
GPS
USBOTJU
BOE
BVUP

Pedestrian Experience 5IF
EFHSFF
UP
XIJDI
&TUJNBUFE
EFOTJUZ
PG
HIGH TJEFXBMLT
PQFSBUF
at Transportation Hubs User XBJUJOH
CVT
QBTTFOHFST
XBJUJOH
CVT
QBTTFOHFST
XFMM
GPS
QFEFTUSJBOT
and Major Bus Stops experience JNQFEF
QFEFTUSJBO
QFEFTUSJBO
WPMVNFT
QBTTJOH
CVT
TUPQ NPWFNFOU
PO
TJEFXBMLT
BOE
PUIFS
QIZTJDBM
MED
QFEFTUSJBO XIFSF
CVT
TUPQT
BSF
JNQFEJNFOUT
GSPN
TUSFFU
NPWFNFOUT
BSF
Optimization MPDBUFE GVSOJUVSF
FUD DPOTUSBJOFE
EVSJOH
QFBL
QFSJPET

LOW XBJUJOH
CVT
Public space QBTTFOHFST
SFHVMBSMZ
CMPDL
QFEFTUSJBO
NPWFNFOU Surface Street Capital 5IF
UPUBM
DBQJUBM
DPTU
$BMDVMBUFE
VTJOH
4%05
"MM
DPTUT
JO

EPMMBST Project Costs Well-being PG
BMM
TVSGBDF
TUSFFU
DBQJUBM
DPTUJOH
UPPMT
BOE
JNQSPWFNFOUT
JODMVEFE
JO
VOJU
DPTUT
GSPN
SFDFOU
UIF
TDFOBSJP QSPKFDUT

Optimization

Change in On Street 5IF
DIBOHF
JO
OVNCFS
$PVOUFE
OVNCFS
PG
Parking and Loading User PG
POTUSFFU
QBSLJOH
BOE
POTUSFFU
QBSLJOH
Spaces experience MPBEJOH
TUPQT
SFTVMUJOH
BOE
DPNNFSDJBM
BOE
GSPN
TDFOBSJP
QSPKFDUT
QBTTFOHFS
MPBEJOH
BSFBT
BOE

OVNCFS
PG
ESJWFXBZT
EJTQMBDFE
CZ
DBQJUBM
Transportation UIBU
IBWF
BDDFTT
QBUUFSOT
QSPKFDU
PQUJPOT BGGFDUFE
OPU
SFRVJSFE
UP
DMPTF


Public space

Flexibility

Potential for On Time -JLFMJIPPE
UP
EFTJHO
%FUBJMFE
TDIFEVMF
LOW TJHOJGJDBOU
SJTL Delivery Well-being SFDFJWF
FOWJSPONFOUBM
BTTFTTNFOU
VTJOH
DPOTUSVDUJPO
XJMM
DMFBSBODFT
DPOUSBDU
4%05T
DBQJUBM
QSPKFDU
OPU
CF
DPNQMFUF
CZ
GBMM
BOE
DPOTUSVDU
UIF
TFU
PG
BTTFTTNFOU
UPPM


 QSPKFDUT
XJUIJO
UIF
GBMM
4DIFEVMF
BTTFTTNFOU
MED NPEFSBUF
SJTL
Flexibility 
UJNFMJOF DPOTJEFSFE
B
OVNCFS
DPOTUSVDUJPO
XJMM
PG
QPTTJCMF
PQUJPOT
GPS
OPU
CF
DPNQMFUF
CZ
GBMM
FYQFEJUFE
EFTJHO
BOE
 EFMJWFSZ









WFSZ
MPX
SJTL
HIGH DPOTUSVDUJPO
XJMM
OPU
CF
DPNQMFUF
CZ
GBMM


 POTENTIAL FOR ON-TIME DELIVERY Implementation Timeline And Risks

5IF
TVSGBDF
TUSFFU
DBQJUBM
QSPKFDUT
MJTUFE
CFMPX
BSF
UIPTF
DPOTJEFSFE
JO
EFWFMPQJOH
UIF
SBUJOH
TIPXO
PO
UIF
4VSGBDF
4USFFU
0QUJPOT
/4
"WFOVFT
TIFFUT
5IFZ
BSF
SBUFE
)JHI
UP
-PX
XJUI
)JHI
NFBOJOH
UIF
QSPKFDU
IBT
B
IJHI
QPUFOUJBM
GPS
POUJNF
EFMJWFSZ
BOE
-PX
NFBOJOH
UIF
QSPKFDU
IBT
MPX
QPUFOUJBM
GPS
POUJNF
EFMJWFSZ

1VCMJD
$VTUPNFS
0UIFS
$BQJUBM
1SPKFDUT
*NQSPWFNFOU
4USBUFHZ $POTUSVDUJPO
5JNFMJOF 4UBLFIPMEFS
$POGMJDU 2nd Ave Spot Improvements + P/P Right Turn Phasing .JOJNBM
DIBOHF
4UBOEBSE
/POF UP
TUSFFU
HIGH TDIFEVMF HIGH HIGH PQFSBUJPOT

4th Ave Spot Improvements + P/P Right Turn Phasing .JOJNBM
DIBOHF
4UBOEBSE
UP
TUSFFU
/POF HIGH TDIFEVMF HIGH HIGH PQFSBUJPOT

4th Ave Dual Transit Lane .PEFSBUF
/FFE
FYQFEJUFE
DIBOHF
UP
TUSFFU
/POF MED TDIFEVMF MED HIGH PQFSBUJPOT

5th Ave SB Transit Lane .PEFSBUF
%FOOZ
4VCTUBUJPO
/FFE
FYQFEJUFE
DIBOHF
UP
TUSFFU

68
5PXFS
MED TDIFEVMF MED MED PQFSBUJPOT 1SPKFDU

5th Ave Two-Way Transit /FFE
FYQFEJUFE
Spine .BKPS
DIBOHF
UP
TDIFEVMF
USBOTJU
SPVUJOHT
FOWJSPONFOUBM
%FOOZ
TUSFFU
PQFSBUJPOT
EFUFSNJOBUJPO
PG
4VCTUBUJPO
68
LOW LOW ESJWFXBZ
BDDFTT
LOW OPOTJHOJGJDBODF 5PXFS
1SPKFDU BOE
QBSLJOH
BOE
TUSFBNMJOFE
GBDJMJUJFT QVCMJD
QSPDFTT

6th Ave Two-Way Operations /FFE
FYQFEJUFE
TDIFEVMF
.BKPS
DIBOHF
UP
FOWJSPONFOUBM
TUSFFU
PQFSBUJPOT
LOW EFUFSNJOBUJPO
PG
MED ESJWFXBZ
BDDFTT
MED %FOOZ
4VCTUBUJPO OPOTJHOJGJDBODF BOE
QBSLJOH
BOE
TUSFBNMJOFE
GBDJMJUJFT QVCMJD
QSPDFTT

 BUS SERVICE RESTRUCTURING OPTIONS

8IBU
JT
UIF
$IBMMFOHF
BOE
UIF
0QQPSUVOJUZ • Current planning is for buses to stop using the Downtown Seattle Transit Tunnel as early as Fall of 2018. This will provide more frequent and reliable train service, as planned when the tunnel was built. • There is limited capacity on Center City surface streets to carry the additional buses that will move out of the tunnel without capital investment to improve surface street operations.. • Light rail trains provide substantial capacity to move people reliably into and out of Center City neighborhoods. With buses no longer in the tunnel, Sound Transit Link efficiency will improve.

8IZ
3FTUSVDUVSF
#VT
4FSWJDFT • Increase mobility for bus operations and transit customers on Center City surface streets during busy commute hours. • Increase travel reliability by removing buses from congested corridors, and having more people use light rail. • Move bus stop activity to transportation hubs designed to handle higher volumes of waiting and transferring passengers and improve loading time at existing busy bus stops. • Make the best use of light rail capacity and increase service reliability.

)PX
8FSF
%SBGU
#VT
4FSWJDF
3FTUSVDUVSJOH
0QUJPOT
*EFOUJGJFE • King County Metro, Sound Transit, Community Transit and SDOT staff worked together to develop a long list of service restructuring options that met some or all of the following objectives: » Maintained or improved customer experience and reliability. » Consideration of any adverse impacts on minority or low-income populations. » Reduced bus volumes on Center City surface streets, particularly regional bus pathways such as 2nd and 4th Avenues. • The long list of over 30 options was refined and reduced based on technical analysis that reviewed: » Alignment of the proposal with long-term transit network plans. » How the proposal affected travel time and service reliability for transit customers » The number of peak period buses removed from congested Center City surface streets and key choke points. » The ability for sidewalks and bus stops to accommodate waiting bus passengers.

 8IBU
0QUJPOT
8JMM
:PV
3FWJFX • Based on the detailed technical analysis, the agencies identified seven (7) options for bus service restructuring, which are described in the one-page sheets that accompany this summary. • Some options align with restructuring strategies that Sound Transit and King County will seek public input on beginning in spring 2017. 8IBU
)BQQFOT
/FYU
XJUI
UIF
%SBGU
4FSWJDF
1SPQPTBMT • King County Metro, Sound Transit, and Community Transit all have well established and comprehensive public involvement processes that allow community members and stakeholders to review and provide input on proposed changes to bus service. • Before any decisions are made, service restructuring recommendations identified in the One Center City planning effort will go through a more detailed analysis and separate public involvement process that may include: » Citizen advisory panels » Community stakeholder outreach » Public meetings » Surveys » Targeted outreach to underrepresented populations • Final decision on any service restructuring proposal will be made by King County Council the Sound Transit Board, or the Community Transit Board

JOIN THE CONVERSATION AND LEARN MORE AT: onecentercity.org

 SR 520 Routes Service to University of Washington Station DRAFT FOR DISCUSSION ONLY

T N S ICK ER IC 513 SO F U N I C University of ST 34TH ST A P VWashington #!"5 Station Lake 520 W Union UV E S T

L

15THAVE

A E

K

V

E Potential Potential A

A ST Route: KCM Routes:

H V

T

E 545 252 255 4 × ×× 2 ×257 ×268 ×545 ×LINK ×311

MERCER ST KCM 0 0.25 0.5 × Miles U99 DENNY WAY Potential POTENTIAL Montlake Alignment 2NDV AVE A L SERVICE A Current Rt 545 S K Alignment A N 5 W #!" CONCEPT Lake Current King A County Metro Y MADISON ST Washington Alignment University of Puget Washington Sound Station U99 Sources: King County Metro, Link Light Rail V Sound Transit

Benefit to Regional Mobility Rider Travel Time (Change from Today) 2019 with High Destination 2019 Baseline Restructure Service Reliability Westlake Station 3+ Minutes No Change Improves for all riders by avoiding I-5 International District/ 5+ Minutes No Change and downtown congestion Chinatown Station Key Details • Potentially reorient four peak-only routes and two all-day routes to serve University of Washington Station at Montlake Hub and the University District • Permanent change with high benefit for downtown mobility, minimal travel time impact, and improved reliability for riders • Limits transit travel time and reliability impacts of major construction projects such as Portage Bay Bridge reconstruction (2020-2026), Washington State Convention Center Addition (2018-2020), and others • A Sound Transit internal analysis underway will identify any opportunities to increase capacity within the Downtown Seattle Transit Tunnel • $2 – $3 M capital investment required at Montlake Hub to accommodate more buses and provide improved passenger experience • Considered for Sound Transit and King County Metro evaluation and comprehensive public involvement process on potential 2018 service changes

 ST Route 550 (Bellevue - Seattle) Service to International District/Chinatown Station DRAFT FOR DISCUSSION ONLY

E

V

E A L

L E I

O K T MERCER ST T A A L V T

E S A LINK POTENTIAL

E ×

1STAVE 9THAVE SERVICE 5TH AVE CONCEPT 2ND AVE

A L MADISON ST A S K PINE ST A N W A Y #!"5 BOREN AVE

23RD AVE UV99

0 0.25 0.5 Puget Miles Sound International JACKSON ST Potential 550 District Alignment Station Existing 550 519 Lake Alignment UV 90 RAINIER AVE #!" Washington ×550 International District Station To Bellevue

Link Light Rail U Sources: Sound Transit

Benefit to Regional Mobility Rider Travel Time (Change from Today) 2019 with Medium Destination 2019 Baseline Restructure Service Reliability Westlake Station 3+ Minutes No Change

Improves for Westlake Station riders International District/ No Change No Change Chinatown Station Key Details • Potentially reorient one all-day route that currently operates in the tunnel to International District/Chinatown Station • A Sound Transit internal analysis underway will identify any opportunities to increase capacity within the Downtown Seattle Transit Tunnel • Temporary change until East Link extension opens in 2023 • $1.5 – $2.5 M capital investment required at International District/Chinatown Station to accommodate more buses and provide improved passenger experience • Considered for Sound Transit evaluation and comprehensive public involvement process on potential 2018 service changes

17 West Seattle/Burien/Vashon Peak Routes Service to First Hill DRAFT FOR DISCUSSION ONLY

Lake Union

E L L ROY ST IO T T Potential

A T V West SeattleS E

Peak Routes:A E

1STAVE

9THAVE ×37 ×55 ×56 ×57 Potential Potential Burien Vashon Island Peak Routes: Peak Routes: ×LINK ×113 ×121 ×116 ×118

×122 ×123 ALASKAN WAY PINE ST ×119

3RD AVE 5 #!" MADISON ST CHERRY ST

JAMES ST 23RD AVE BOREN AVE 0 0.25 0.5 99 Miles UV Puget YESLER WAYPOTENTIAL Potential Sound Transit Pioneer JACKSON ST SERVICE Alignment Square Current Station CONCEPT Transit

Alignment RAINIER AVE Pioneer #!"90 Square Station UV519 Sources: Link Light Rail 4THAVE S King County Metro

Benefit to Regional Mobility Rider Travel Time (Change from Today) 2019 with High Destination 2019 Baseline Restructure Service Reliability First Hill No Change -5 Minutes

Westlake Station 2+ Minutes 2+ Minutes Improves for Westlake Station riders by International District/ avoiding downtown congestion No Change No Change Chinatown Station Key Details • Potentially reorient 11 peak-only routes from the communities of West Seattle, Burien, and Vashon Island to First Hill • Permanent change that will free up capacity on 3rd Avenue during the busiest commute times while providing more service to First Hill • No additional capital improvements needed to implement change • Considered for King County Metro evaluation and comprehensive public involvement process on potential 2018 service changes

 Route 41 Service to Westlake Station DRAFT FOR DISCUSSION ONLY

To MERCER ST Northgtate

#!"5 POTENTIAL

E

BROAD ST V ELLIOTT AVE A SERVICE H ×41 T

FAIRVIEWAVE 9 CONCEPT 2ND AVE 6TH AVE ×LINK Westlake MADISON ST Puget Station Sound ALASKAN WAY PIKE ST

UNION#!" ST5 0 0.25 0.5 7TH AVE Miles University 23RDAVE Potential 41 Street BOREN AVE Alignment Station Current 41 Alignment UV99 (when DSTT is closed) Link Transfer Stations UV519 JACKSON ST Sources: King County Metro, Link Light Rail Sound Transit

Benefit to Regional Mobility Rider Travel Time (Change from Today) 2019 with Medium Destination 2019 Baseline Restructure Service Reliability Westlake Station No Change No Change Improves for International District/ Chinatown Station riders by avoiding International District/ 5+ Minutes 3+ Minutes downtown congestion Chinatown Station Key Details • Potentially end one all-day route in Westlake Station that currently operates in the tunnel • Being evaluated concurrent with Pike/Pine protected bike lane options • Temporary change until Northgate Link extension opens in 2021 • $1.5 – $2.5 M capital investment needed to accommodate additional buses and passengers • Considered for King County Metro evaluation and comprehensive public involvement process on potential 2018 service changes

19 ST Pierce County Routes Service to International District/ Chinatown Station or South Lake Union DRAFT FOR DISCUSSION ONLY

E L L IO T MERCER ST T A V E Potential ST Routes ×LINK POTENTIAL

1STAVE

to SLU: 9THAVE ×577 ×578 SERVICE Puget ×592 5TH AVE

Sound 2ND AVE CONCEPT

A L PINE ST MADISON ST A S K A Westlake N W Station A Y 0 0.25 0.5 Miles BOREN AVE

23RD AVE Potential UV99 International Potential #!"5 District Station Alignment ST Routes Potential to IDS: JACKSON ST South Lake Union ×590 ×594 Alignment ×595 International Current ST District Pierce County 519 Lake UV RAINIER AVE Alignment Station Washington Link Transfer Stations Link #!"90 Light Rail U Sources: Sound Transit

Benefit to Regional Mobility Rider Travel Time for SLU Routes (Change from Today) 2019 with High Destination 2019 Baseline Restructure

Service Reliability Westlake Station 3+ Minutes No Change

No significant change International District/ No Change 5+ Minutes Chinatown Station Key Details • Potentially reorient Sound Transit peak and all-day services from Pierce County to International District/ Chinatown Station or South Lake Union • Service to South Lake Union would use 6th Ave and Westlake, providing direct access to Westlake Station and South Lake Union while service to International District/Chinatown Station would use SODO Busway • $1.5 – $2.5 M capital investment required at International District Station to accommodate more buses and passengers • Considered for Sound Transit evaluation and comprehensive public involvement process beyond 2018 service changes due to technical constraints.

20 Community Transit Service to International District/ Chinatown Station DRAFT FOR DISCUSSION ONLY

MERCER ST

E

BROAD ST V

A

ELLIOTT AVE EASTLAKE AVE

H POTENTIAL

T 9 SERVICE 6TH AVE

4TH AVE STEWART ST CONCEPT ×LINK 2ND AVE

MADISON ST

ALASKAN WAY Potential CT Routes: #!"5 ×412 ×413

×416 ×421 E

V

×425 ×435 A

0 0.25 0.5 D BOREN AVE R

Miles Puget 3 2 Sound UV99 5TH AVE Potential Transit Alignment Current Transit Alignment International JACKSON ST International District District Station Station Link Light Rail #!"90 Sources: Community Transit

Benefit to Regional Mobility Rider Travel Time (Change from Today) 2019 with High Destination 2019 Baseline Restructure Service Reliability South Lake Union 5+ Minutes 5+ Minutes

Westlake Station 3+ Minutes 3+ Minutes No significant change International District/ No Change No Change Chinatown Station Key Details • Potentially reorient six peak-only routes to International District/Chinatown Station via the Cherry St I-5 Express ramps • Temporary change until Lynnwood Link extension opens in 2023 • No additional capital improvements needed to implement change • Considered for Community Transit evaluation and comprehensive public involvement process beyond 2018 service changes due to technical constraints.

21 Snohomish County Routes Service to South Lake Union & Westlake DRAFT FOR DISCUSSION ONLY

MERCER ST

ELLIOTT AVE E !"5 V # BROAD ST POTENTIAL

A

H

T

FAIRVIEWAVE

9 SERVICE Y A Potential 6TH AVE W E CONCEPT 4TH AVE IV CT Routes: OL ×402 ×405 2ND AVE ×410 ×415 ×LINK MADISON ST ×417 ×422 PINE ST

×424 ALASKAN WAY 0 0.25 0.5 Westlake Miles BOREN AVE Station

Potential 7TH AVE ST & CT

Alignment Puget 5TH AVE 23RDAVE Sound Current ST Alignment Potential ST Routes: Current CT Alignment UV99 ×510 ×511 513 Westlake × Station UV519 JACKSON ST Link Light Rail Sources: Community Transit

Benefit to Regional Mobility Rider Travel Time (Change from Today) 2019 with High Destination 2019 Baseline Restructure Service Reliability South Lake Union No Change -5 Minutes

Westlake Station No Change No Change No significant change International District/ 5+ Minutes 3+ Minutes Chinatown Station Key Details • Potentially reorient ten peak-only routes operated by Sound Transit and Community Transit to South Lake Union and Westlake Hub • Improves South Lake Union access from Snohomish County • $1.0 – $1.5 M capital investment required at Westlake Hub to accommodate more buses and passengers • Temporary change until Lynnwood Link extension opens in 2023 • Considered for Sound Transit and Community Transit evaluation and comprehensive public involvement process beyond 2018 service changes due to technical constraints.

 9TH AVE 6TH AVE POST AVE 1ST AVE 4TH AVE

3RD AVE 5TH AVE ALDER ST CHERRY ST Conceptual International District/ChinatownSPRUCE Station ST JEFFERSON ST E FIR ST

JAMES ST Hub2ND AVE Improvements

E BROADWAY V E

A

V

A

H

Concept Details T

N 8TH AVE 8TH

0 R

YESLER WAY 1 E

T Snohomish County • International District/Chinatown S

1

0 E service via I-5 Cherry

T

W St Express Ramp Station currently serves as a H

A transfer hub for Sound Transit V 8TH S AVE E

S WASHINGTON buses from Bellevue and Pierce S 2ND EXT AVE S ST County, and Community Transit

3RD S AVE buses from Snohomish County

4TH S AVE 5TH S AVE

SR 99 S MAIN ST • Riders can connect to Link Light 3 Sound Transit Rail, frequent bus service, Sounder, Pierce County and shared mobility options 2ND S AVE SR 99 service via

OCCIDENTAL S AVE 4th/5th Ave * S JACKSON ST and SODO Key Improvements Busway * 2 DEDICATED BUS LANES #VTPOMZ
MBOFT
TFQBSBUF
USBOTJU
S KING ST GSPN
USBGGJD S KING ST Weller St Pedestrian Bridge ENHANCED FARE to King Street Station RAILROAD WAY S COLLECTION 0 250 500 1 * 4 10TH S AVE 0GGCPBSE
QBZNFOU
VTJOH
DBSE
Feet INTERNATIONAL* BUS MAYNARD ALY S MAYNARD ALY SFBEFST
BOE
PUIFS
UPPMT
BU
DISTRICT S WELLER ST Potential STATION TUBUJPOT
BMMPXT
QBTTFOHFST
UP
1ST AVE 1STS AVE Bellevue 8TH S AVE CPBSE
NPSF
RVJDLMZ Service PLAZA

Potential Pierce ENHANCED BUS STOPS

County Service 7TH S AVE #VT
TUPQT
DPVME
JODMVEF
MBSHFS
Potential S LANE ST TIFMUFST
SFBMUJNF
BSSJWBM
JOGPS Snohomish BUS NBUJPO
BOE
PUIFS
QBTTFOHFS
County Service OCCIDENTAL S AVE BNFOJUJFT Potential Bellevue service Bellevue Service alternative via Dearborn St Alternative QUEUING MANAGEMENT
0SHBOJ[JOH
XBJUJOH
QBTTFOHFST
Included # S DEARBORN ST Bus Stops Bellevue BU
CVTZ
TUPQT
UP
NBJOUBJO
B
AIRPORT WAY S QFEFTUSJBO
UISPVHI[POF King Street service via Station 4th/5th Ave and I-90 Link Light S CHARLES ST PUBLIC REALM Rail Station *NQSPWFNFOUT
GPS
QFEFTUSJBOT
Public Realm BOE
XBJUJOH
CVT
QBTTFOHFST
Improvements NBZ
JODMVEF
XBZGJOEJOH MJHIUJOH
BOE
PUIFS
JNQSPWF * 5TH AVE S NFOUT

Bus Stop Concepts Description 6TH S AVE Necessary Improvements

All-day drop-off stop for 1 New Bus Stop Transit Lane passengers

All-day pick-up stop for Enhanced Stop, Offboard Fare Payment, Existing Bus Stop 2 passengers Queueing Management

All-day drop-off stop for Existing Bus Stop Enhanced Stop, Transit Lane 3 passengers

All-day drop-off stop for 4 New Bus Stop Enhanced Stop passengers

+BOVBSZ



 E N E CA N N A L RD

E

V A Conceptual Montlake Hub Improvements

H T 5 1 Concept Details Brickyard, Kingsgate, and Woodinville P&R N • University of Washington Station E WA service could continue LLA WA LLA north on Montlake Blvd currently RD serves as a transfer hub

E N between bus service in Northeast N E AY E S S W J TE V E N E F Seattle and Link Light Rail service to F MONTLAKE BLVD NE E R S ON downtown Seattle R D 2 Kirkland and Redmond • Buses using SR 520 to reach downtown E

N service could continue NE PACIFIC ST Seattle todayD can be reoriented to use to the U District via Pedestrian Bridges to R

Pacific St University of Washington this existingA transfer hub L

L

A

N • Some routesW will continue to the E PAC IFIC PL 3 N A E UniversityL District while others may C L O

A L

U serve SeattleW Children’s Hospital or the M 4 B 6 NE SAN JUAN RD IA 1 UW campus loop R UW D UW STATION MEDICAL PLAZA CENTER Key Improvements DEDICATED BUS LANES #VTPOMZ
MBOFT
TFQBSBUF
USBOTJU
5 GSPN
USBGGJD

7 ENHANCED FARE COLLECTION 0GGCPBSE
QBZNFOU
VTJOH
DBSE
BUS SFBEFST
BOE
PUIFS
UPPMT
BU
TUBUJPOT
BMMPXT
QBTTFOHFST
UP
0 250 500 CPBSE
NPSF
RVJDLMZ Feet

Potential Kirkland/ ENHANCED BUS STOPS

E

Redmond Service #VT
TUPQT
DPVME
JODMVEF
MBSHFS
D TIFMUFST
SFBMUJNF
BSSJWBM
JOGPS Potential I-405 V

L BUS NBUJPO
BOE
PUIFS
QBTTFOHFS
Commuter Service B

E BNFOJUJFT

Included K

Bus Stops # A

L

T TRANSIT PRIORITY

Link Light N E SHELBY ST *OUFSTFDUJPO
JNQSPWFNFOUT
Rail Station O

M BMMPX
CVTFT
UP
CZQBTT
DPOHFTUJPO

W PARK DR E

E HAMLIN ST E PARK DR E Bus Stop Concepts Description Necessary Improvements

19TH AVE E 19TH AVE All-day drop-off stop for 1 Existing Bus Stop Enhanced Stop passengers SR 520

24TH AVE E Morning drop-off stop for 2 Existing Bus Stop SR 520 SHIN None passengers LAKE WA GTON BLVD E

All-day pick-up stop for Enhanced Stop, Offboard Fare Payment, Bus Existing Bus Stop 3 passengers Lane and Transit Priority Morning drop-off stop for 4 New Bus Stop Limited Improvements passengers All-day drop-off stop for New Bus Stop Limited Improvements 5 passengers Afternoon pick-up stop for Existing Bus Stop Enhanced Stop, Offboard Fare Payment 6 passengers Afternoon pick-up stop for New Bus Stop Enhanced Stop, Offboard Fare Payment 7 passengers +BOVBSZ

  SURFACE STREET OPTIONS (Union, Pike, & Pine Streets)

8IBU
JT
UIF
$IBMMFOHF
BOE
UIF
0QQPSUVOJUZ • King County Metro Route 41 will continue to be a critical connection between Northgate and Downtown until the 2021 extension of Link light rail opens. Union and Pike Streets are proposed to serve as a temporary downtown routing for Route 41 (until 2021). This Northgate express service has very high ridership and new stops on Union and Pike would have very high passenger volumes. • The Pike-Pine corridor a critical multimodal connection between Capitol Hill, Westlake/Convention Center, Downtown, and Seattle Waterfront. Directness, street connections over I-5, limited grade compared to other downtown streets, and access to many major destinations and transit make this street pair an important focus of future investment. • Pike and Pine Streets are designated to connect Broadway and 2nd Avenue protected bike lanes with an east-west protected bike lane connection. The grade in this corridor is more favorable to cyclists than other east-west connections. • Many planned public and private development projects will bring new investment to the Pike–Pine Corridor, including: Seattle Waterfront Project investments, Pike–Pine Streetscape Project, the Washington State Convention Center, and others. • These investments offer the opportunity to create a world-class corridor linking neighborhoods and making great places for people.

8IBU
0QUJPOT
8JMM
:PV
3FWJFX • Three options for operating a multimodal Union, Pike, and Pine corridor. • Option A (the baseline scenario) is identical to today’s street layout but with 2019 traffic and bus volumes. • Options B and C are largely identical west of 8th Avenue (within downtown), and include repurposing street space for a single protected bike lane on Pike and Pine Streets running in the direction of travel on each street. Options B and C also include both improved and new bus stops along Pike and Union Streets west of 6th Avenue for Route 41. • East of 8th Avenue, B and C are distinctly different: • Option B: Streets remain bi-directional for auto traffic and transit east of 8th. New curbside protected bike lanes run in both directions on Pike between 8th Ave and Broadway. • Option C: Pike and Pine Streets operate as a couplet, with traffic, bikes, and transit all operating eastbound on Pike and westbound on Pine. • Note: See following page for maps of Pike-Pine multimodal corridor options

 1JLF1JOF
.VMUJNPEBM
$PSSJEPS
0QUJPOT E E E V V V I Option A: Baseline I Option B: Downtown Couplet with I Option C: Pike and Pine One-Way PBL Pair on Pike East of 8th Ave Couplet PINE ST DENNY WAY E E PINE ST E PINE ST E HARVARD AVE E DENNY WAY HARVARD AVE E DENNY WAY HARVARD AVE

E PIKE ST 10TH AVE E PIKE ST 10TH AVE E PIKE ST 10TH AVE BOYLSTON AVE BOYLSTON AVE BOYLSTON AVE BROADWAY BROADWAY BROADWAY

BELMONT AVE BELMONT AVE BELMONT AVE

E HOWELL ST E HOWELL ST E HOWELL ST SUMMIT AVE SUMMIT AVE SUMMIT AVE

E UNION BOYLSTONST AVE E UNION BOYLSTONST AVE E UNION BOYLSTONST AVE

HOWELL ST MELRO HOWELL ST MELROSE AVE HOWELL ST MELROSE AVE

SE AVE SUMMIT AVE SUMMIT AVE SUMMIT AVE

MINOR AVE MINOR AVE MINOR AVE

BOREN AVE BOREN AVE BOREN AVE

OLIVE WAY OLIVE WAY OLIVE WAY

UNION ST TERRY AVE UNION ST TERRY AVE UNION ST TERRY AVE

UNIVERSITY ST UNIVERSITY ST UNIVERSITY ST

9TH AVE 9TH AVE 9TH AVE

8TH AVE 8TH AVE 8TH AVE

7TH AVE 7TH AVE 7TH AVE 0 315 630 0 315 630 0 315 630 Feet Feet Feet

6TH AVE Protected 6TH AVE Protected 6TH AVE Protected Bike Lane Bike Lane Bike Lane Standard Standard Standard 5TH AVE Bike Lane 5TH AVE Bike Lane 5TH AVE Bike Lane Bus Lane Bus Lane Bus Lane 4TH AVE 4TH AVE 4TH AVE Bike Lane Bike Lane Bike Lane Direction Direction Direction 3RD AVE Bus Lane 3RD AVE Bus Lane 3RD AVE Bus Lane Direction Direction Direction Change to Change to Change to Car Travel 2ND AVE Car Travel 2ND AVE Car Travel 2ND AVE 2ND AVE Direction 2ND AVE Direction 2ND AVE Direction

PIKE ST PIKE ST PIKE ST PINE ST New or PINE ST New or PINE ST New or Improved 1ST AVE Improved 1ST AVE Improved 1ST AVE 1ST AVE Bus Stop SENECA ST 1ST AVE Bus Stop SENECA ST 1ST AVE Bus Stop SENECA ST

UNIVERSITY ST UNIVERSITY ST UNIVERSITY ST

PIKE PL PIKE PL PIKE PL

8IBU
)BQQFOT
/FYU
XJUI
6OJPO
1JLF
BOE
1JOF
0QUJPOT

• Members of the One Center City Interagency Team will review Advisory Group input and consider this input along with technical
analysis, additional stakeholder feedback, and public comment to
develop a draft set of preferred near-term projects and strategies. • Draft projects and strategies will be presented for Advisory Group
review at the March Advisory Group meeting. • Union, Pike, and Pine corridor design recommended for implementation will be developed with stakeholder input.

JOIN THE CONVERSATION AND LEARN MORE AT: onecentercity.org

 OPTION A: BASELINE OR “DO NOTHING” (2019) 1st Avenue to 8th Avenue 8th Avenue to Broadway Pine St Pike St Union St Pine St Pike St

* Typical cross sections between 5th Ave and 6th Ave looking east. * Typical cross sections between Belmont Ave and Boylston Ave looking east.

WB WB WB EB EB EB WB WB WB WB WB EB EB WB EB Existing Parking & Parking /Loading Parking /Loading Parking /Loading Parking & Parking & Parking & Center Parking & Transit Only Lane GP Lane GP Lane Loading GP Lane GP Lane Transit Only Lane & Right-Turn & Right-Turn GP Lane GP Lane GP Lane & Left-Turn Loading Bike Lane GP Lane GP Lane Bike Lane Loading Loading GP Lane Turn Lane GP Lane Loading

South curb has parking/loading west of 5th Ave Only 3 travel lanes west of 4th Ave

WB WB WB EB EB EB WB WB WB WB WB EB EB WB EB Parking & Parking /Loading Parking /Loading Parking /Loading Parking & Parking & Parking & Center Parking & Transit Only Lane GP Lane GP Lane Loading GP Lane GP Lane Transit Only Lane & Right-Turn & Right-Turn GP Lane GP Lane GP Lane & Left-Turn Loading Bike Lane GP Lane GP Lane Bike Lane Loading Loading GP Lane Turn Lane GP Lane Loading

EB = Eastbound Option A Concept South curb has parking/loading west of 5th Ave Only 3 travel lanes west of 4th Ave WB = Westbound

• No change in configuration of streets • No change in configuration of streets • Small increase in traffic volumes from today due to growth • Small increase in traffic volumes from today due to growth • May be construction impacts to Pike and/or Pine from Washington State Convention Center Expansion What is Changing?

KEY TAKEAWAYS: • Operations and street experience similar to today • Slight increases in delay for transit passengers and drivers due to growth • Analysis does notDRAFT account for Washington State Convention Center construction impacts

 OPTION B: DOWNTOWN COUPLET WITH PIKE STREET PROTECTED BIKE LANE PAIR EAST OF 8TH AVENUE 1st Avenue to 8th Avenue 8th Avenue to Broadway Pine St Pike St Union St Pine St Pike St

* Typical cross sections between 5th Ave and 6th Ave looking east. * Typical cross sections between Belmont Ave and Boylston Ave looking east.

WB WB WB EB EB EB WB WB WB WB WB EB EB WB EB Existing Parking & Parking /Loading Parking /Loading Parking /Loading Parking & Parking & Parking & Center Parking & Transit Only Lane Travel Lane Travel Lane Loading Travel Lane Travel Lane Transit Only Lane & Right-Turn & Right-Turn Travel Lane Travel Lane Travel Lane & Left-Turn Loading Bike Lane Travel Lane Travel Lane Bike Lane Loading Loading Travel Lane Turn Lane Travel Lane Loading

South curb has parking/loading west of 5th Ave Only 3 travel lanes west of 4th Ave

WB WB WB EB EB EB WB WB WB WB EB WB WB EB EB Parking /Loading Parking /Loading Parking & Center Parking & Parking /Loading Transit Only Lane Travel Lane Protected Curb Bulb / Protected Travel Lane Transit Only Lane Bus Stop / Travel Lane Travel Lane Travel Lane Loading Loading Protected Travel Lane Travel Lane Protected Bike Lane Sidewalk Bike Lane Curb Bulb & Right-Turn & Left-Turn Travel Lane Turn Lane Travel Lane Bike Lane & Right-Turn Bike Lane EB = Eastbound Option B Concept Only 3 travel lanes west of 4th Ave WB = Westbound • Westbound travel lane • Eastbound travel lane • Route 41 operates westbound • Existing bike lanes removed • Single-direction protected bike repurposed for single-direction repurposed for single-direction from I-5 to 1st Ave • Center turn lane added lane on each curb protected bike lane protected bike lane • New Route 41-only bus stop • On-street parking and loading • Improvements to existing between 4th and 3rd Aves retained on south side of street bus stops at 4th and 6th Aves adjacent to protected bike lane to accommodate Route 41 • Center turn lane eliminated passengers east of Boren Ave and

What is Changing? one eastbound traffic lane eliminated between Boren Ave and 8th Ave KEY TAKEAWAYS: • Changes have minimal effect on transit speed or reliability downtown • Traffic modeling shows significant congestion eastbound on Pike Street during PM peak period • Route 41 wouldDRAFT require improved and new bus stops and potential boarding improvements to avoid sidewalk crowding • This option has most significant loss of curb parking and loading

 OPTION C: ONE-WAY COUPLET ON PIKE & PINE STREETS 1st Avenue to 8th Avenue 8th Avenue to Broadway Pine St Pike St Union St Pine St Pike St

* Typical cross sections between 5th Ave and 6th Ave looking east. * Typical cross sections between Belmont Ave and Boylston Ave looking east. Existing WB WB WB EB EB EB WB WB WB WB WB EB EB WB EB

Parking & Parking /Loading Parking /Loading Parking /Loading Parking & Parking & Parking & Center Parking & Transit Only Lane Travel Lane Travel Lane Loading Travel Lane Travel Lane Transit Only Lane & Right-Turn & Right-Turn Travel Lane Travel Lane Travel Lane & Left-Turn Loading Bike Lane Travel Lane Travel Lane Bike Lane Loading Loading Travel Lane Turn Lane Travel Lane Loading

South curb has parking/loading west of 5th Ave Only 3 travel lanes west of 4th Ave

Transit lane Transit lane option: option: (not evaluated in (not evaluated in EB EB EB EB metrics below) WB WB WB WB metrics below) Parking & Parking & Loading Transit Only Travel Lane Travel Lane Protected Protected Travel Lane Travel Lane Transit Only Loading Lane Bike Lane Bike Lane Lane WB WB WB EB EB EB WB WB WB Parking & Parking & Transit Only Lane Travel Lane Protected Curb Bulb / Protected Bus Stop / Parking /Loading Parking /Loading loading loading Bike Lane Sidewalk Bike Lane Travel Lane Transit Only Lane Curb Bulb & Right-Turn Travel Lane Travel Lane Travel Lane & Left-Turn Option C Concept lane option: WB lane option: (evaluated in WB WB (evaluated in EB EB EB EB = Eastbound metrics below) metrics below) Parking & Travel Lane Travel Lane Parking & Protected Protected Parking & Travel Lane Travel Lane Parking & WB = Westbound Only 3 travel lanes west of 4th Ave Loading Loading Bike Lane Bike Lane Loading Loading • Westbound travel lane • Eastbound travel lane • Route 41 operates westbound • One-way westbound for all • One-way eastbound for all repurposed for single-direction repurposed for single-direction from I-5 to 1st Ave modes modes protected bike lane protected bike lane • New Route 41-only bus stop • One-way protected bike lane • One-way protected bike lane • Improvements to existing between 4th and 3rd Aves • Two traffic lanes • Two traffic lanes bus stops at 4th and 6th Aves • One flexible lane – could be • One flexible lane – could be to accommodate Route 41 used for transit, parking, and used for transit, parking, and

What is Changing? passengers loading loading

KEY TAKEAWAYS: • Changes have minimal effect on transit speed or reliability downtown • Potential to improve transit speed and reliability if flexible lane east of I-5 is dedicated to transit (peak or all day) • Traffic modeling%3"'5 shows significant congestion eastbound on Pike Street during PM peak period • Route 41 would require improved and new bus stops and potential boarding improvements to avoid sidewalk crowding • Directional changes require greater capital investment and would take longer to design and construct

 EAST/WEST SURFACE STREET OPTIONS OVERVIEW Change from Today

General Purpose Traffic Surface Street Project Pedestrian Experience at Potential for On-Time Transit Travel Time Additional Downtown Transit Travel Time Change in On-Street Parking Capital Cost Major Bus Zones (Corridor Bus Riders) (Bus Only) Delivery Operating Costs (Between 1st Ave & Broadway) and Loading Spaces

No Change Westbound (Pine): existing Pike/Pine bus routes +1.0 min. +0.5 min. No Change N/A

Option A: (2%) between 1st Ave & Broadway MED N/A 2019 Baseline -$0.5M Eastbound (Pike): annually for route 41 No Change

Westbound (Pine): No Change Commercial -16 existing Pike/Pine bus routes +0.5 min. Load Zones: +0.5 min. Passenger Under (2%) Load Zones: -22 Development Option B: between 1st Ave & Broadway MED HIGH -$0.5M Eastbound (Pike): annually for route 41 Parking

PBL Pair East of 8th Ave +4.2 min. Stalls: -78 Downtown Couplet with Pike

Commercial No Change Westbound (Pine): Load Zones: -8 existing Pike/Pine bus routes +0.5 min. Passenger -19 No Change Load Zones: Under between 1st Ave & Broadway Option C: Development MED LOW Eastbound (Pike): Parking One-Way Couplet assumes parking & loading lane%3"'5 -$0.5M -30

on Pike & Pine Streets Stalls: option on Pike & Pine - transit annually for route 41 lane option may reduce transit +3.4 min. travel times assumes parking & loading lane option on Pine