Among all Link Light Rail extensions triggered by Sound Transit 3 (ST3) there is a weakest link: the Purple Line to Issaquah. But we can fix that.
It starts and ends at a parking lot.
If it were built as currently planned, its Issaquah endpoint would be one mile from the city center and almost 7 km from the city center Issaquah Highlands. With the current routing, the Purple Line is a further compromise in favor of the currently car-oriented landscape of Eastside. This is probably because the Purple Line is designed for public transport now. Sound Transit, which spends a few billion dollars on the construction of a light rail in the low city center of Issaquah, is currently simply not feasible. But to the park-and-rides with wide, glamorous parking lots for hundreds of cars? Could be.
Regardless of this, it should first be noted that both Issaquah expect their population to grow by over 17,000 people by the time the Purple Line opens in 2041. Much of the growth is likely to be offset by dense mixed use development, a stark contrast to existing land use patterns. The Purple Line for today just doesn’t fit tomorrow’s Issaquah anymore. It would have inadequate links to central areas and is a missed opportunity for a life centered on passage.
Instead of putting billions in a purple line that is only half finished, we should design one that takes into account future growth and the people that growth brings. It is important to start planning this planned expansion early so that the cities in and around the light rail system can grow.
First stop: Gilman at 7th Ave NW and NW Gilman Blvd. Gilman Station builds on the plans of the city of Issaquah (Central Issaquah plan) so that the area around the train station is part of the Issaquah Valley, the new mixed-use urban core of the city. The city is working to classify the area as a higher density mixed-use settlement. The light rail fits perfectly with this dense development: residents can enjoy a more accessible immediate neighborhood, while the light rail connects them to more distant destinations so that they can throw cars away completely. The key here is access: optimally, the transit should be located within half a mile all residents; This is especially true in a car-dominated suburb like Issaquah, where easy access to transit has to be seriously considered to get residents out of their cars. Therefore, Gilman Station can work with Central Issaquah Station (about 1 mile away) to improve accessibility promote denser, transient-oriented development (TOD).
The advantages of passage-oriented development are enormous. TOD has a negative impact on driving, reducing greenhouse gas emissions and improving air quality. The walk-in neighborhoods of TOD also promote a healthier lifestyle. Likewise, the emphasis on transit benefits lower-income households and improves their access to economic opportunities. The city of Issaquah is working with developers to integrate affordable housing into redevelopment plans. Transit and light rail will play a key role in building this equity. And if plans for light rail vehicles come true, developers may see more incentives to develop buildings with even higher density. A practical pedestrian bridge over I-90 can connect the Stadtbahn with that of Costco growing international headquarters;; Other employers could also be attracted to the regional rail network connections. The development could be very similar to that of the neighbor Spring district.
Next stop: Olde Town, near Front St N and E Sunset Way. Olde Town is older than the suburb, which makes up much of the rest of Issaquah and is the historical center of the city. It has a charming collection of historic small businesses and cultural institutions. Here, the Stadtbahn can significantly improve local and regional car-free access to popular destinations such as the town hall, the salmon hatchery, the courthouse and the parks. As the city aims to preserve the nature of the neighborhood and Small town feelingThe light rail offers a helpful alternative to more parking spaces. And according to the city’s goals, the streets can be restructured for cycle paths and additional greenery, as the light rail will reduce vehicle traffic.
The city has also opened up the possibility of some private renovation by some of Olde Town, provided that it adheres to some design guidelines. Many buildings on Front Street may be artfully refurbished to preserve the character of the neighborhood, while the clean street network is a source of the potential for this redevelopment to be walkable and walk-through. The countless beautiful ones Hiking trails The closeness in the vicinity will certainly benefit new residents and can be enjoyed by more people once they are connected by the transit.
Conveniently, there is already a disused railway section that can be converted to use the light rail to connect Olde Town station with Gilman station. It leads from Olde Town Station to NW Gilman Blvd., where it can lead to the above (proposed) viaduct and then to Gilman Station. The railroad needs to be widened to two tracks, but there seems to be enough space on Rainier Blvd that runs parallel to the railroad to do this (so as not to use a significant domain).
Last stop (for now): Issaquah Highlands. There will be two stations: one next to the Swedish hospital and one in the commercial center of the existing Issaquah Highlands Park and Ride. Well, although the end point of Purple Line is a [dreaded] This parking lot fills up quickly: The King County Metro warns us that this is usually the case filled to 90% or more on weekdays by 9 a.m.. We’ll do it just to clarify things Not expand the lot from currently 1010 places. The main problem for transportation to and from the Issaquah highlands in the future will likely not be the capacity of the park-and-ride, but the congested I-90 motorway and the lack of frequent routes. King County Metro is currently only planning a frequent route until 2041 to the Highlands and the (currently) proposed Purple Line ends miles away at the Issaquah Transit Center. Today there is only one route serving the Highlands on Sunday: the 554 from Sound Transit with a frequency of 30 minutes.
This general lack of usable transit options in the highlands is likely to stifle car-free development there in the future. We can already see that much of the commercial core of the Highlands is covered by parking lots – we don’t want this trend to continue. And while single-family houses currently make up the largest part of the housing stock, there is a desire for denser townhouses and a mixed-use development. By building a light rail system in the Highlands, we can use part of the existing accessibility and development potential.
Stadtbahn is a perfect addition to the Hundreds of planned residential units, as well as hospital, Apartments, townhouses, houses and countless commercial areas already built. With the transit, developers could see incentives to convert existing parking spaces into denser mixed-use buildings. The city of Issaquah has also promised to be good partners for transit and upzone near train stations. However, without significant improvements in transit, it is unlikely that the Highlands’ true car-free potential can be exploited.
From Olde Town Station to Issaquah Highlands, the Purple Line can go east on E Sunset Way to the vicinity of 5th Ave SE, where it rises on a viaduct to tackle the steep climb into the Highlands.
By directly serving the most important destinations that people want to go to, the Purple Link extension can offer residents of Issaquah a car-free route through the city. The I-90 and the Sammamish plateau (where the highlands are located) serve as natural obstacles to walkability, the failure of which can be helped by the light rail. Light Rail can unite the various developing regions of Issaquah into a coherent whole. And Seattle, along with the rest of the Eastside, is a short drive away.
This short drive west would be on the part already approved from Purple Line along I-90 to Factoria. Little changeover is required for this section. The I-90 offers the fastest and most direct way. The issue is the connection between Richards Road and East Main. The currently proposed option is for the Purple Line to turn north of Richards Road Station and follow I-405 to East Main Station. However, a better option would be for Purple Line to head west along I-90 instead and connect directly to the East Link tracks on Bellevue Way (see picture below). There Purple Line can turn north and connect to the existing East Link rails from South Bellevue to Wilburton, which will follow to serve the same stations as originally planned, with an addition, South Bellevue.
Perhaps the greatest advantage of this I-90 connection from Richards Road is that it will also enable a future light rail line between Seattle and Issaquah. The Purple Line can be connected to East Link in either direction via I-90 in either direction: north to Kirkland and west to Seattle.
This magenta route from Seattle to Issaquah has many reasons, some of which are that it can become part of the regional light rail ridge and can largely replace many existing bus routes from Seattle to Issaquah. These routes include King County Metro’s Peak-Only routes 212, 214, 216, 217, 218 and 219 and Sound Transit all-day 554 7,100 drivers per weekday and the 554 sees 4,170 for a total of 11,270 drivers – a huge number for a city with around 40,000 inhabitants. The revised Seattle-Issaquah Purple Line will serve more drivers than the one currently proposed, which Sound Transit offers preliminary estimate 8,000 to 10,000 daily drivers. Given the expected population growth of Issaquah, the number of drivers could be substantial.
There are some differences in the terms of the bus routes, for example the 217 serves some additional stops around Eastgate and the 216 continues past the Issaquah Highlands to Sammamish. While the Stadtbahn cannot serve every bus stop, there are still local shuttle lines and transportation options on the last mile About transit could fill in the blanks.
Sure, if we build the currently proposed Purple Line, drivers can still take the light rail from Seattle to Issaquah, but tens of thousands of drivers may not only have to change trains from the East Link, but also make a two-mile detour each way. And since the currently proposed Purple Line doesn’t serve the Issaquah highlands and other urban centers, the East Link transfer may not be the only driver you need. Unfortunately, such complications can very well push current and potential drivers back into their cars.
For this reason, it is important to establish at least the I-90 connection under ST3 instead of the currently proposed alignment along I-405. If we stick to the current plans and build the latter, it would include the Purple Line, but not the Seattle-Issaquah Magenta Line. If we later built the much-needed magenta line, we would probably still need to build the I-90 link. So why not kill two birds with one stone and just establish the I-90 connection, which can now accommodate both lines? We don’t even have to completely build the I-90 exchange under ST3. It could be built in phases, with the parts of the magenta line being built in a later ballot.
The potential major obstacle to the construction of the East Link link as a very high and long bridge will likely have to be built over I-405 and Mercer Slough. Design and cost constraints can be prohibitive for construction. The Issaquah expansion will also inevitably lead to an increase in costs. The expansion requires a certain land acquisition and extensive viaduct construction in difficult terrain.
The buses are driving Seattle-Issaquah and Seattle-Eastgate The routes already run at peak times in six minutes and suffer as a result frequent delaysStill, many are still brimming with riders. Can Seattle’s congested streets accommodate more buses? We need an efficient light rail system from Seattle to Issaquah that will serve the growing urban centers of Issaquah in the future. Our current ST3 plans are simply not enough. Now is simply not the time to cut corners.
While costs are inevitably a major obstacle to any transit project, there is light at the end of the tunnel. A Study 2014 The American Public Transportation Association found that cities earn an economic return of $ 4 for every dollar spent on transit. It does not even take into account the invaluable social benefits that transit brings with it, such as: B. lower air pollution, more justice and an overall better quality of life. In a rapidly developing region like Issaquah, the economic and social benefits could be even greater. All in all, the new purple and magenta lines could pay for themselves very well, and some in the long run.
We still have time to design a purple line and light rail system that will get people to park. The Eastside has the chance to put cars in its rearview mirror. Let’s take it and complete it with the light rail. Purple Line will take us all forward.
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