CORRIDOR 11 DRAFT LOYAL HEIGHTS-BALLARD-FREMONT-SOUTH LAKE UNION-DOWNTOWN

NW 65TH ST Ballard Green Maple Leaf Wedgewood Lake Corridor Overview A 99

24TH NW AVE VU NW MARKET ST Green Lake B Length: 7.0 miles

8TH NW AVE 3RD NW AVE 15TH NW AVE Fremont NW 48TH ST Assumes rail or BRT operates VU513 New Track Length: 10.6 single-track miles (rail-only) LEARY WAY NW in mixed trac on existing New transit bike / ped bridge. C bridge. Cost analysis assumes Stations: 24th Ave NW - NW 65TH St, Leary/Ballard Ave - NW Rail or BRT operates in this option. Market St, 15th Ave NW, 8th Ave NW, 3rd Ave NW, Fremont Ave exclusive lanes. FREMONT N AVE Wallingford N, Westlake Ave N - Nickerson St, Galer St, Mercer St, Denny Way, W BERTONA ST Westlake Hub, 4th/5th Ave - Union/University St, Madision/Mari- Magnolia NICKERSON ST son St, James St, King Street Hub

W Average Stop Spacing: 2,400 feet E S 520 T VU L D A Lake K Key Connections: E

Queen Anne A Union V • Pioneer Square Station E 5

N • King Street Hub GALER ST • Financial District Station • Westlake Hub Capitol Service Restructuring Hill MERCER ST • Streetcar and BRT options: Route 17 would operate on HARRISON ST Dexter between Nickerson and downtown , replac- DENNY WAY E ing Route 28 in that segment. • Enhanced Bus option: Route 17 would remain unchanged. Corridor Alignment Westlake Hub • All Options: Route 28 would be truncated to only serve Central District Proposed Stations MADISON ST areas north of the 45th/Leary stop. Elliott Bay JAMES ST Lake Alignment Alternative - All Modes Operating Plan by Mode F1,2 Washington Center City BRT & Enhanced Bus S JACKSON ST 15 Peak Peak Peak / Base / Evening & Weekend Alignment Options King St. 10 Rail: 8 / 10 / 15 X 5 Segments - Cross Section Reference 0 0.25 0.5 Minutes 0 BRT: 5 / 8 / 15 ST Link / Stations Miles 5AM 9AM 1PM 5PM 9PM 1AM Enhanced Bus: 5 / 8 / 15 90 Cross Sections Westlake, Valley to Nickerson: Westlake has very wide Segment A Rail Segment D ROW in this segment, and could support an exclusive guide- way configuration to optimize safety, speed/reliability and 24th Avenue NW: This neighbor- traffic operations. Redesigning the public space east the current Westlake Alignment (mostly parking) hood collector is low-volume and has would provide sufficient space for a rail guideway without sacrificing traffic capacity on Westlake. There a 3-lane section with bike lanes and is opportunity for a joint multiuse path project, along with numerous possible ROW configurations. parking on both sides. Adding rail to the auto lanes is not expected to have Rail a substantial impact, but the center platform station in the vicinity of 64th Street could benefit from parking removal to allow cars to pass stopped BRT transit vehicles.

BRT

Ballard/Leary Couplet: Traffic on Ballard Avenue and Segment B Leary Way would remain 2-way (with the exception of the northernmost block of Ballard Ave, just S. of Market); rail would operate a 1-way couplet. There are Segment E Rail no signals and would be few traffic impacts expected. Signalization/sequencing for rail on the short segment of Market between Leary Avenue and 24th Ave. NW would require further analysis. Westlake: This segment would oper- ate in the path of the existing SLU streetcar and would be double tracked. Rail This could use a new center median alignment as shown below (preferred) Ballard Leary or utilize the existing southbound track Ave Ave with a new northbound track on the Operates in exclusive lanes on Aurora eastern curb. Terry track could be BRT Avenue,Wall St / Battery St, and 3rd maintained for the SLU streetcar. Avenue

4th Avenue: Rail operates in two eastern lanes using Segment F1 a “weave” pattern to allow curb stations and right turn movements for traffic. 5th Avenue: Rail operates in western lane with buses. BRT Rail Ballard Leary 4th 5th Ave Ave Ave Ave

Segment C Segment F2 4th Avenue: Rail operates in western lane to reduce Rail conflicts with regional bus traffic.2nd Avenue: Two- Fremont to 15th Avenue: The way cycle track could be evaluated to mitigate loss of bike lane segments on 4th Ave. Fremont bridge can accommodate streetcar in mixed traffic. There are Rail several alternatives to simply adding streetcar tracks to the existing bridge, 4th 5th including replacing the Fremont Bridge with a wider span, adding a Ave Ave second adjacent span, or continuing the streetcar line to the west on Nick- erson and adding a new transit and non-motorized bridge near Seattle Pacific University. The cost of a new bridge is not likely to be offset by sub- BRT stantial travel time savings associated with either an exclusive crossing or the alternative Nickerson alignment; however, it would also provide ben- 2nd efits for bike and pedestrians. Ave 36th Avenue NW and Leary: Center- running/center platform on 36th, Leary Way, and potentially Nickerson are all straightforward. Operates in exclusive lanes on 3rd Avenue Note: All cross sections are representative of a possible design option for a corridor segment. Right- BRT of-way widths, utility constraints, and competing street use needs vary in each of the representative segments. CORRIDOR 11: COMPARATIVE MEASURES DRAFT LOYAL HEIGHTS-BALLARD-FREMONT-SOUTH LAKE UNION-DOWNTOWN

Weekday Riders (2030) Productivity (Weekday Riders per Revenue Hour)

Rail Rail up to 26,000 Riders (Net New Riders - 12,500 Riders) 170 Riders/Hour

BRT BRT up to 21,000 Riders (Net New Riders - 9,500 Riders) 100 Riders/Hour

Enhanced Enhanced Bus Bus up to 16,000 Riders Riders/Hour (Net New Riders -6,400 Riders) 60

(Operating Cost per Boarding Ride) Net Operating Cost per Net New Ride Annual Operating Cost (Accounts for Service Restructuring and Consolidation Opportunities)

Rail Rail $$$$$$$$$$$$ $9 million $1.85 ($1.10) $$$$$$ BRT BRT $$$$$$$$$$ $8 million $ $ $2.20 ($1.20) $$ $$$ Enhanced Enhanced Bus $10 million Bus $$$$$$$$$$$$ ($2.10) $$$$$$$$$$$$$$$$ $4.60

Total Capital Costs (and Cost per Mile) Annualized Cost per Rider (Operating and Capital)

Rail $$$$$$$$$$ Rail $$$$$$$$$$ $327 million $$$$$$$$$$ ($47 million per mile) $$$$$$$$$$ $3.00 $$$ BRT BRT $$$$$$$$$$ $111 million $ $ ($16 million per mile) $ $ $ $ $ $ $ $ $2.60

Enhanced Enhanced Bus Bus $ $ $17 million $3.40 ($3 million per mile) $ $ $ $ $ $ $ $ $ $ $

End-to-End Travel Time Savings Personal vehicle (Average Savings per Ride including In- and Out-of-Vehicle Time) Annual GhG Savings Transit

Emissions Decrease Emissions Increase Rail Minutes -204 11 Rail (average 8 minutes) -223 BRT -155 11 Minutes BRT (average 9 minutes) -245 Enhanced 1,315 MT CO e Bus Enhanced -104 2 Minutes 2 Bus (average 3 minutes)

Vehicle Capacity Requirement (Estimated Bidirectional Demand by Mode vs. Capacity by Vehicle Type)

7,000 RIDERSHIP ESTIMATES (DEMAND) 6,000 Rapid Streetcar Potential Demand BRT Potential Demand 5,000 Enhanced Bus Potential Demand 4,000 CAPACITY ESTIMATES (SUPPLY) 3,000 Coupled Streetcar Capacity: 320 with standees, Passengers per Passengers Hour 8 to 10 min. headways 2,000 Articulated Streetcar Capacity: 200 with standees, 8 to 10 min. headways 60-foot Articulated BRT Vehicle Capacity: 130 with standees, 1,000 5 to 8 min. headways 60-foot Articulated Bus Capacity: 95 with standees, 0 5 to 8 min. headways 5AM 6AM 7AM 8AM 9AM 10AM 11AM 12PM 1PM 2PM 3PM 4PM 5PM 6PM 7PM Passenger time of day profile based on Metro Route 28

Note: Methodology sheet describes purpose and methodology for each measure. All cost estimates are presented in 2011 dollars.