Every so often, I’m asked why I care so much about Metro, writing at possibly-exorbitant length about everything from huge structural changes to the bus network, to minutiae like pointless crossbucks and crazy vestigial terminal loops. With about the same frequency, I overhear transit advocates suggest that going into bat for better bus service isn’t worth the effort, because, well, it’s hard, progress is slow, and anyway we’re going to build rapid transit and then we can “forget Metro” or something to effect. I encountered some of this at the Ballard High Capacity Transit open house, and I want to address it.
Think about any first-world city, which exists in a comparable political culture to that of the US, and that’s generally regarded as having good transit, given its size and density: for example, London, Boston, New York, Vancouver, BC. These cities are rightly known for their rapid transit systems, which in many cases have become not just part of the city’s identity for residents, but an iconic part of those cities’ presence on the world stage. But all of them also have an unsung, yet crucially important bus network that, overall, usually hauls more passengers than the rapid transit network.
For example, Translink’s 2011 bus ridership exceeded its SkyTrain ridership by about 70%, and bus ridership will likely remain about 40-50% higher even after the Evergreen Line and UBC-Broadway Corridor are built out. These buses facilitate trips that aren’t possible, or would be slower or less convenient, on the rapid transit network, because no city has infinite money to cover all its densely-urbanized parts in rapid transit, and most rapid transit systems, of necessity, trade off some amount of local access for speed, by having stops outside the city center spaced further apart than many people can (or want to) walk.
To the people behind these excellent transit systems, the bus network is absolutely not an afterthought, or something they are just keeping alive until they criss-cross the city with trains. You can see this in Translink’s great network maps and seamless bus-rail interfaces at every SkyTrain station; and Transport for London’s design and purchase of a unique and beautiful model of double-decker bus for London, and implementation of a cashless zone and extensive network of bus-only lanes in the city center.
More after the jump. Continue reading “Metro and the Future of Seattle Transit”