See which community proposals West Seattle’s district councils are advancing for Neighborhood Street Fund

By Tracy Record
West Seattle Blog editor

Tonight, the Southwest District Council‘s June meeting includes a discussion of an in-progress city review that could eventually determine whether the SWDC and the city’s other 12 district councils continue to exist.

One of the arguments for district councils is their advocacy for their respective jurisdictions getting their fair share of city attention and money, in programs like the Neighborhood Street Fund.

Since their last monthly meetings, members of both SWDC and its eastern West Seattle counterpart, the Delridge Neighborhoods District Council, have decided which five community-proposed NSF projects they’re forwarding to the city for consideration.

1st-through-5th-ranked by the Southwest District Council (western West Seattle):

1. Improvements at Harbor Ave SW & SW Spokane Street
2. Improvements at 39th Avenue SW and SW Oregon Street
3. Rapid Ride Bus Stops, Morgan Junction
4. Improvements on Fauntleroy Way
5. Traffic Circles, Sidewalks, and Safety Improvements in Arbor Heights

1st-through-5th-ranked by the Delridge Neighborhoods District Council (eastern West Seattle):

1. Modernize the Intersection of 16th Ave SW & SW Holden Street (Highland Park)
2. (tie) Complete SW Barton Street
2. (tie) Roundabout for Highland Park Way/SW Holden St
4. Brandon St Sidewalks (Delridge to High Point)
5. Safety Improvements to 26th Ave SW and/or 25th Avenue SW (Connecting Chief Sealth HS and the Westwood Village Bus Hub)

Both sets of decisions followed project-proposers’ presentations at the respective district councils’ meetings, and review of written applications – this document explains the criteria for evaluation.

No project is guaranteed funding just because the district council supports advancing it; the city’s pot of money is finite, and the Neighborhood Street Fund is citywide, opening for applications every three years, available for up to $90,000 $100,000-$1,000,000* for a project making it all the way through the process. But sometimes even projects that don’t get NSF funding land on SDOT’s radar. If you’d like to know more about any or all of the 10 aforementioned proposals, scroll ahead (or jump from the home page) for more details on each, excerpted from the community proposers’ applications – sometimes brief, sometimes detailed:

The information after each of the proposals is from the application written by the community member who proposed it – these three questions from each application are the heart of what it’s about. If chosen for funding by the city, of course, many more details would be worked out. As neighborhood-district coordinator Kerry Wade explains, “These projects will be submitted to SDOT for further analysis. Once SDOT has taken a closer look they will advanced viable projects to the next level, during which the district council will reprioritize. This will most likely take place in early fall.”

AS RANKED BY THE DELRIDGE NDC, from 16 proposals:
1: Modernize the Intersection of 16th Ave SW & SW Holden Street (proposed by HPAC chair Gunner Scott)

Q2: Exactly where is this project?

The intersection of 16th Ave SW and SW Holden St.

Q3: What is the problem(s) at this location that you’d like this project to fix?

There are no curb cuts for disability access and stroller access at the intersection and cars back up on 16th Ave SW when heading south and attempting to turn left onto SW Holden St. at the light. Cars coming from SW Holden St heading south to 16th Ave SW get backed up on SW Holden at the light when trying to turn left onto 16th Ave SW. This causes increase in driver frustration which leads to speeding and an increase in accidents at the intersection.

Q4: If you already have a particular solution to the problem, please describe it here.

1) Modernizing the signal and building accessible curb ramps at this intersection; 2) Create left turn lanes and signals at 16th SW onto SW Holden in both directions and coming south on SW Holden onto 16th SW heading south add left turn lane and signal at the light.

#2 (tie) Complete Barton Street, proposed by WWRHAH‘s Amanda Kay Helmick

Q2: Exactly where is this project?

SW Barton Street from 29th Ave SW to 21st Ave SW

Q3: What is the problem(s) at this location that you’d like this project to fix?Please give as much detail as you can by describing what you experience at this location.

SW Barton St is host to Westwood Village; a large commercial shopping area, a Metro Transit Bus Hub, Roxhill Park, and a Safe Route to School. A large portion of West Seattle residents shop there, play and take transit to and from the area. Pedestrian safety has been sorely lacking since the Transit Hub went in in 2012. Low visibility, lack of sidewalks, no ADA access and multi-modes all converge on Barton. Barton also acts as a connector between Westwood Village, White Center and Highland Park.

Q4: If you already have a particular solution to the problem, please describe it here.

Following Seattle’s Vision Zero objective, we propose making SW Barton St 20 mph through the Transit Hub/Westwood Village area. We propose for 29th Ave SW: A curb bulb for the northeast corner, marked crosswalks, and ADA compliant curb ramps. For the Longfellow Creek Crossing: Flashing pedestrian controlled beacons, a curb bulb for the north side of the crosswalk and adding a “stop here” line before both sides of the existing crosswalk. For 26th Ave SW (entrance to WWV) a Walk All Ways signal (we also hope that SDOT will work with WWV to create better ped access to the mall). For 25th Ave SW: A 4 way stop with improved ADA access curb ramps and crosswalks.

We also propose completing the sidewalk on the south side of Barton from 24th Ave SW to 21st Ave SW. Add lights to the existing poles at 24th and 25th to improve visibility for cars and pedestrians walking up Barton.

(2015 image of roughed-out roundabout “conceptual design” from city grant)

#2 (tie) 16th/Holden Roundabout, proposed by Carolyn Stauffer

Q2: Exactly where is this project?

Intersection of Holden Avenue and Highland Park Way / 9th Ave SW in the Highland Park Neighborhood of West Seattle.

Q3: What is the problem(s) at this location that you’d like this project to fix?

The entire intersection is dangerous, confusing, over-sized and amorphous for pedestrian, bike, and vehicular traffic: it is difficult for drivers to see oncoming traffic coming up the hill, to see where cars are meant to travel, where people are meant to cross, and which way to look for traffic before pulling out onto Highland Park Drive. The Holden/Highland Park Drive intersection is a notoriously dangerous and frustrating intersection for people commuting from all over West Seattle. It is so frustrating for some, that they cut through the neighborhood in an effort to beat the line of backed up traffic. This cut through traffic travels way too fast on the residential streets, causing a very dangerous situation on the residential blocks off 11th Ave SW, 12th Ave SW, SW Portland, and SW Kenyon Streets.

Q4: If you already have a particular solution to the problem, please describe it here.

This could be an opportunity to create an amazing sense of place and a great gateway for the Highland Park neighborhood if this were to become Seattle’s first roundabout intersection. A roundabout would have the added benefit of cost reduction over time compared to a signal. While we understand that cost reduction and minimization will occur throughout the conceptual design phase if this project is chosen, we would like to see the following maintained throughout that process:

• That this intersection is considered more than just a way for cars to get around- that it is considered as a place maker, and that careful consideration of materials, and the possibility of art, signage, and landscape be on the table for community input. As Seattle’s first roundabout, we would like to make sure our neighborhood does not become an example of a first try for lessons to evolve from, but to shine as an excellent example of thoughtful urban design with the scale of the pedestrian and the fabric and character of the neighborhood as the lens through which every decision is made throughout the design process.

• An excellent pedestrian connection- while we understand that a northern crossing may not be feasible due to the existing grades and visibility, we want every measure taken to ensure that our neighbors from the eastern side of Highland Park Drive can safely cross the street, which may mean only one Highland Park Way crossing on the southern side of the intersection is possible. We also want to ensure that our neighbors on the northern side of Holden are able to cross Holden safely, and that a safe connection is made for crossing SW Austin Street.

• That the route and safety of our many bike commuters are carefully considered, and that feedback from those that commute through this intersection is actively sought.

• That the entire stretch of Holden be considered as part of the solution to the flow of traffic, which may mean that a timed left turn signal from southbound 16th onto eastbound Holden is necessary.

#4, Brandon Street Sidewalks (proposed by Doug Ollerenshaw)

Q2: Exactly where is this project?

SW Brandon St, between 23rd Ave. SW 25th Ave SW and 30th Ave SW.

Q3: What is the problem(s) at this location that you’d like this project to fix?

Extensive community input during the year-long North Delridge Action Plan process identifies improving SW Brandon Street as a high priority.* It is a key element of the community’s vision for creating the Brandon Junction, a neighborhood gathering space and business district.*

There are no sidewalks on either side of SW Brandon St between 26th and 30th, and between Delridge Way SW and 23rd Ave. SW. In addition, there is no sidewalk on the south side of SW Brandon St between 25th and 26th. SW Brandon St is the only nearby connection between Delridge and High Point for pedestrians, cyclists and motor vehicles and is heavily used by all modes. Pedestrians use this section of Brandon St for travel between Delridge and High Point, to access the heavily used 120 bus on Delridge, and Camp Long, Longfellow Creek and Greg Davis Parks, the Delridge Branch Library and a growing number of residences and businesses. Pedestrians are forced to walk in the street, which is very dangerous given the prevailing auto speeds, the narrow roadway, and the lack of lighting. SW Brandon St and 30th Ave SW are also designated as part of a future Neighborhood Greenway in the recently adopted Bicycle Master Plan.

Google street view, 26th and Brandon looking west:
Google street view, Brandon approaching 30th westbound:
Google street view, 30th and Brandon looking east, with end of existing sidewalk at 30th visible:
Google Street view looking east from Delridge to 23rd Ave SW:

In addition to being dangerous for pedestrians, current conditions also encourage dumping, long term vehicle storage, and crime. Making this stretch of roadway accessible for all will help complete the original Olmsted vision for a West Seattle Parkway, as shown on the map on page 3 of the following document:

Q4: If you already have a particular solution to the problem, please describe it here.

The minimal solution would be to install sidewalks on the south side of SW Brandon St between 25th and 30th Avenues and between Delridge Way SW and SW 23rd St. This would connect the sidewalk built on 30th Ave SW as part of a past NSF project with the existing sidewalk east of 25th Ave SW. A map of the location with existing and proposed sidewalks is at

This road is flanked by drainage ditches on both sides from 30th to Longfellow Creek. Widening the existing paved street to provide a safe place for foot and bike traffic may be an engineering challenge. Two possibilities are to canalize the drainage on the south side and pave a path defined by a curb over the top. (The north side has old trees that would have to be removed to make way for a foot/bike path). Another possibility is a raised trestle like walkway with a railing to keep pedestrians and bikes separated from the road.

The SPU Natural Drainage Systems project is evaluating options for adding natural detention facilities in the area along streets, and including new sidewalks where there are none.* It may be possible to add drainage in different locations along SW Brandon St. and allow creative solutions near Longfellow Creek.*

There is a pathway to the south of the street in the greenbelt. This path is pretty on sunny days, but dangerous at night in impassible in the rain. If this path were paved, properly drained, widened, lit and marked with proper signage, it might be another alternative for the portion from 30th to the creek. Nature Consortium is planning trail restoration work in the vicinity that may offer creative solutions and will improve connections to the Legacy Trail.*

Through discussions during the North Delridge Action Plan, Camp Long has expressed an interest in improving trail connection from Brandon/30th corner.*

SDOT will be implementing Tactical Urbanism improvements at Delridge Way SW and SW Brandon St., and is in the midst of the Delridge Way Multimodal Corridor project.*

The potential partnerships to increase the benefits of this project by improving connections from Brandon and knitting it into the larger transportation network. They may also bring additional resources – maximizing the positive impacts.*

*Information courtesy of David W. Goldberg, Senior Planner, City of Seattle Office of Planning and Community Development

#5, Safety improvements to 26th Avenue SW and/or 25th Ave SW connecting Chief Sealth High School and the Westwood Village bus hub, proposed by Eric Iwamoto

Q2: Exactly where is this project?

The location is approximately between 8632 26th Ave SW and 8699 26th Ave SW. This is an unimproved section of 26th Ave SW that is frequently used by students to get to and from school. There is also a secondary location between 8627 25th Ave SW and where 25th Ave SW would meet SW Trenton Street as an alternative site. This route would require more work (longer distance of unimproved street).

Q3: What is the problem(s) at this location that you’d like this project to fix?

Chief Sealth International High school has approximately 1200 students many of which commute by Metro Transit each day. The Westwood Village transit hub is the destination for 6 Metro Transit bus routes which serve multiple neighborhoods in the area. The 26th Ave SW route is the most direct route used by students to walk between the locations. However there is a problem with 26th Avenue in that there is an unfinished section that is overgrown with brush that obstructs the sight lines and lighting that is available along the route. There have been multiple robberies in the general vicinity of Chief Sealth High School and providing a safe route that is both well lit and obstruction free would greatly improve safety by providing a safe route to and from school. Likewise, 25th Avenue SW is also an incomplete roadway that is also used by the students. This route does not have any overgrown brush but it is poorly lit from streetlamps. It does, however, have the advantage of ending at an intersection that would allow the installation of a traffic control signal that would benefit multiple users and increase safety when crossing SW Trenton Street.

Q4: If you already have a particular solution to the problem, please describe it here.

SDOT owns the streets in both locations so improvements to the property would be straightforward.

Completing the streets in a manner that would allow vehicle traffic would probably negate much of the safety gained by improving walkability for pedestrians. Neighbors would also likely be against any increase in vehicular thru traffic near their homes.

However, if the streets are finished in such a way that allows pedestrian only access (bollards, islands, or other traffic control devices) it would improve the safety of the area without changes in vehicle traffic. Additional lighting along the streets would aid in safety during the winter months.


#1, Improvements at Harbor Ave SW & SW Spokane Street, proposed by Jodi Connolly with West Seattle Bike Connections

Q2: Exactly where is this project?

The intersection of Harbor Ave SW, SW Spokane St, 30th Ave SW and 30th Ave SW. Also the intersection immediately south – at SW Manning St and SW Avalon Way.

Q3: What is the problem(s) at this location that you’d like this project to fix?

Safety for people crossing Harbor Avenue SW at SW Spokane Street on foot and on bikes. At present, vehicle drivers going down the westbound Avalon/Harbor Ave ramp from the West Seattle Bridge do not have an adequate view of people on foot or on bikes coming up alongside them on the Alki Trail or coming from the Harbor Avenue to the intersection at SW Spokane St, Harbor Ave SW and SW Avalon Way. Especially for drivers of small cars, the guardrail barrier between the vehicle ramp and the Alki Trail obscures vision, and the crosswalk is a considerable distance north of the intersection. Two serious safety conflicts exist:

Right-turning westbound vehicle drivers do not yield to people crossing Harbor Ave SW westbound with the walk signal light.

People on bikes turning left from Alki Trail to SW Avalon Way do not have a safe option to avoid conflicts with vehicle traffic in the roadway or pedestrian traffic on the west side sidewalk as they connect to the existing bike lane on SW Avalon Way.

On SW Manning St at SW Avalon Way, clarify that the narrow pocket left turn lane on SW Manning is for bikes to turn left onto the west sidewalk of Avalon/Harbor Avenues, and not for use by motor vehicles. At present, some car drivers coming down this right-turn-only ramp from SW Admiral Way may be confused by signage and striping. Drivers are using the little bike left turn pocket to make an illegal left turn. This can back up traffic trying to legally turn right, and can endanger people on bikes.

Q4: If you already have a particular solution to the problem, please describe it here.

These are among the possible engineering design solutions which we anticipate SDOT traffic engineers would evaluate and consider:

Reduce apparent turning radius:

Paint out the corner to reduce turning radius. This would still allow semi-trucks to make the turn, but would direct cars outwards giving drivers an earlier view of the crosswalk.

Add vertical delineators/plastic bollards as able to support this. Repaint crosswalks with longest lasting material.

Extend width of crosswalk to increase visibility and predictability of behavior.

Increase visibility for all users:

Lower/remove the tall wall/railing on SW Spokane St at Harbor Ave SW.

Extend width of crosswalk to increase visibility and predictability of behavior.

Remove tall shrubs on the east side of the intersection between westbound and eastbound SW Spokane St (at current height they interfere with right turning drivers’ ability to see cars approaching from the left – and thus drivers pull up into the crosswalk)

Provide better protection for crosswalk users on North side crosswalk (crossing Harbor Ave SW):

Install upgraded LED signal to stop right turning (westbound to northbound) while crosswalk is occupied.

Timing to include advance walk signal for crosswalk users during no right turn stage.

Provide better access for crosswalk users:

Install Accessible Pedestrian Signals (APS) at all crossings (Harbor Ave SW, SW Avalon Way, SW Spokane St). All pedestrian signals should be LED countdowns and audible alerts at the accessible pushbuttons.

Safer management of bikes through the intersection:

Green bike box(es) to accommodate both left turns and proceeding straight through the intersection. Bike box(es) would be accessed by the current curb cut and crosswalk.

Extend bike lane on SW Avalon Way (southbound lane):

Extend it north as a buffered bike lane from south of SW Manning St to 30th Ave SW. This connects the Alki trail to the existing bike lane on SW Avalon Way.

Formalize the sidewalk near Luna Park café.

Clarify expected traffic movements from SW Manning St to SW Avalon Way:

Green lane material in the existing triangle for left turning bike pocket.

Clarify signage to “right turn only except for bicycles).

Use data driven studies to further study this complex intersection and propose state of the art improvements.

Set aside additional funding for further study and phasing. Include reviews at SBAB and SPAB. This is to be in addition to early implementation as to not delay any available strategies for improvement.

Additional tools to consider:

All walk “scramble” to allow pedestrian and bike only movements during one phase of the light cycle
Green lane techniques to guide riders to bike box and on straight or left turns to connect to SW Admiral Way or SW Avalon Way existing bike facilities.

Coordinating with NSPF grant for beautification in order to reduce noise in the area under the West Seattle Bridge.

#2, Improvements at 39th Avenue SW and SW Oregon Street, proposed by Brooke Collins

Q2: Exactly where is this project?

Intersection of 39th Ave SW and SW Oregon in West Seattle

Q3: What is the problem(s) at this location that you’d like this project to fix?

It is difficult for pedestrians to cross SW Oregon from 39th Ave SW safely. The issue comes from cars having to drive uphill on Oregon and not seeing pedestrians trying to cross the street. There is a grocery store and a bowling alley on the other side of the street that brings an increased amount of foot-traffic.

Q4: If you already have a particular solution to the problem, please describe it here.

A marked crosswalk at the intersection of 39th Ave SW and SW Oregon, with flashing lights that are activated by a pedestrian. There is a similar crossing at SW Genesee and California Ave SW

#3, Rapid Ride Bus Stops, Morgan Junction, proposed by Deb Barker of the Morgan Community Association

Q2: Exactly where is this project?

There are two Rapid Ride bus stops in the Morgan Junction Urban Village in West Seattle:

(1) Northbound Rapid Ride bus stop located in the 6400 block of California Ave SW, on the east side of the street in front of the Cal-Mor Apartments AND

(2) Southbound Rapid Ride bus stop located in the 4300 block of Fauntleroy Way SW, on the north side of the street next to Zeeks Pizza

Q3: What is the problem(s) at this location that you’d like this project to fix?

These bus stops were designed so that all buses have to stop in the roadway and block the travel lanes when loading and unloading. The resulting roadway blockage means that the heavily traveled intersection back up for several light cycles, and vehicles are trapped in the middle of the intersection. Pedestrians are unable to cross with the intersections blocked. In addition, impatient drivers have been known to pass the buses using the opposite travel lane or the center left turn lane, narrowly missing on-coming traffic.

Q4: If you already have a particular solution to the problem, please describe it here.

• Relocate both bus stops to the middle of the block on California Ave SW at SW Eddy Street. This gives the bus room to pull over and not block traffic at the intersection of California and Fauntleroy OR

• Remove the bulbs so that the buses can pull out of the travel lanes and not block traffic in the intersection.

#4, “Too Many Near Misses” – The Fauntleroy Way SW corridor between SW Raymond Street and 42nd Ave SW, proposed by Deb Barker of MoCA

Q2: Exactly where is this project?

The project area is the Fauntleroy Way SW corridor intersections between SW Raymond Street and 42nd Ave SW, including cross streets SW Raymond St, SW Graham Street, 41st Ave SW and 42nd Ave SW.

Q3: What is the problem(s) at this location that you’d like this project to fix?

There are particular hazards that occur at particular intersections along this corridor: SW Graham Street: The intersection of SW Graham Street at Fauntleroy Way SW is a white-knuckle experience for pedestrians, bicyclists and drivers, whether proceeding through the intersection or turning onto Fauntleroy’s center lane.

In this location, Fauntleroy Way SW is a principle arterial. SW Graham Street is a collector arterial as well as a key east-west through street within the Morgan Junction Urban Village. Pedestrians, bicyclists and vehicles on SW Graham Street cannot safely see the cross traffic on Fauntleroy without proceeding well into the intersection.

SW Raymond St, 41st Ave SW and 42nd Ave SW: Crossing the Fauntleroy Way SW corridor between SW Raymond
Street and 42nd Ave SW is not safe for pedestrians and bicyclists due to a lack of protected crossing options, high vehicle speeds, and inadequate site distance visibility.

The problems occur because of a variety of conditions on Fauntleroy Way SW:

• Fauntleroy Way SW curves to the west before the Graham intersection which limits site distance from east-bound SW Graham Street

• Parked vehicles on the west side of the 6000 block of Fauntleroy Way SW block site distance. This is really exacerbated when trucks from the nonconforming Plumbing company park on the west side of Fauntleroy

• Vehicle speeds are well over the posted 30 mph limit

• None of these intersections have any curb extensions that would allow pedestrians to see the past the parked vehicles.

Q4: If you already have a particular solution to the problem, please describe it here.

While we offer several ideas below, we do not believe that any one solution will solve the problems at these intersections:

• No parking permitted on southern third of west side of the 6000 block of Fauntleroy Way SW

• Pedestrian curb extensions at the intersections for crossing safety

• Speed enforcement on Fauntleroy Way SW

• “Hidden roadway ahead” signage on Fauntleroy Way SW

#5, Arbor Heights Traffic Circles, proposed by Seth Leaptrot

Q2: Exactly where is this project?

Arbor Heights Neighborhood, Any/All uncontrolled intersections, especially high traffic streets (i.e. 41st Avenue SW, from SW 100th to SW 106th)

Q3: What is the problem(s) at this location that you’d like this project to fix?

AH is a quiet residential neighborhood, with many pedestrians, lots of children wandering the neighborhood, and NO sidewalks. Most drivers abide by the speed limit, but MANY are travelling down these residential streets at very unsafe speeds, some in excess of 40mph, even when pedestrians are present. the N-S streets, like 41st Avenue SW are 1/3 mile straight-aways with several uncontrolled intersections that speeders don’t even slow down for (there was an awful T-bone accident at SW 102nd and 41st ave SW a few years ago). I’ve seen many people nearly hit, myself included, and because these uncontrolled intersections provide no incentive to slow down, speeders get up to 40mph racing toward SW 100th, the main arterial through Arbor Heights.

Q4: If you already have a particular solution to the problem, please describe it here.

Ideally, the neighborhood would finally get sidewalks (there are LOTS of pedestrians in this neighborhood) so there is a safe place to walk. But to slow down the dangerously excessive speeding, I would propose that traffic circles be installed at the uncontrolled intersections, slowing drivers down, so they don’t have three blocks worth of built-up speed by the time they reach SW 100th. I would even accept four way stops. Or speed bumps. Anything. I just hope the city doesn’t wait until someone’s kid gets hit and killed to do something about the dangerous pedestrian conditions in Arbor Heights. Thanks for your consideration.

Again, the district councils’ rankings is just part of a months-long review process. And this is just part of what the councils do; you’re welcome at the Southwest District Council‘s meeting tonight, 6:30 pm, at the Sisson Building/Senior Center (California/Oregon), and/or the Delridge Neighborhoods District Council meeting on June 15th, 7 pm, at Youngstown Cultural Arts Center (4408 Delridge Way SW).

*CORRECTED 5:45 PM – thanks to DNDC’s Mat McBride for the reminder that the amounts and some other rules changed this year – we have also updated the informational link to this one.*

3 Replies to "See which community proposals West Seattle's district councils are advancing for Neighborhood Street Fund"

  • Artsea June 2, 2016 (4:53 pm)

    It’s sad that people were paid to design that ridiculous Rapid Ride stop in front of the Cal-Mor apartments just north of Fauntleroy on California Ave.  Someone involved in the design should have realized immediately that sticking that stop into that northbound lane of California Ave. would cause major traffic problems.  Money wasted, and now more money wasted to correct that big error. 

  • chemist June 2, 2016 (6:49 pm)

    I like MoCA’s putting forward the relocation/fixing of the rapid ride stop, but question how they want to sprinkle curb extensions for pedestrians into every project to address the issue of sightlines. I think painting the curbs to reflect the 20 ft from intersection parking setback would be a good first step and not interfere with things like cars being able to exit out of a travel lane prior to turning into side streets or that free right I enjoy taking from West-bound Fauntleroy to North-bound California. Many intersections with Fauntleroy have signage prohibiting parking close to intersections, but paint would be a lot cheaper than redoing all those curb cuts that are fairly new.

  • Morgan June 4, 2016 (12:43 am)

    Making the buses pull over to load and unload passengers slow them down, which is probably why the stops are designed the way they are. Maybe it saves some single occupant cars a few seconds, but may costs hundreds of bus passengers minutes with this “improvement”

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