What Infrastructure Would you Want To See in Oregon and Portland?

I’ve been pondering what ideal wins the infrastructure czars (you know, the Governor of the state, mayor of Portland, Bend, Eugene, Salem and all the other leaders of Oregon) could and should push for these days. With the recent and still ongoing absurdity of the I-5 Bridge to the epic nature of the new bridge in Portland that is Bike, Ped, Bus, Light Rail and Streetcar only bridge, it begs the question. What infrastructure would be awesome to have added to Oregon, and specifically Portland, Eugene, Salem and other such cities and towns? What is reasonable and what would actually be a good return on the effort and investment for the state? What is a good investment to direct a good and effective future path for the state? That’s just the beginning of the questions though, one could write a thick book of endless questions.

But with that in mind, here’s a few I’ve been thinking of just recently.

  1. Rail service enhancement into Vancouver from Portland. Rail service that could be used for, but doesn’t necessarily mean passenger service initially. The bottleneck on either side of the Columbia River is a problem space, however with some solid double tracking, or even triple tracking from Portland north through Vancouver to the Battle Ground area and even out toward Camas we could get some serious benefit from this. Freight could be handled by rail into the city and out of the city more easily, putting intermodal points at locations that better serve Portland and Vancouver instead of so many trucks driving into and out of the cities via interstate. The other notion would be, at some point, with appropriate access real commuter rail service could be offered easily from points north like Battle Ground, Camas, and other locations and have them funnel through Vancouver’s station and into Portland. We’re talking about 15-30 minute commutes. Light rail will never accomplish this, bus service won’t accomplish this, only passenger rail could accomplish this. As the current service, albeit not effective as commuter rail, already serves the corridor from Vancouver to Portland in about13-16 minutes, pending they get a slow order or not. Regardless, for bang for the buck, subsidizing a rail infrastructure expansion here would go far beyond any other motorized infrastructure investment in the area.
  2. Cycle track system, not just a few cycle tracks. Not faux bike infrastructure but real bike infrastructure. Let’s put 20-30 million into it every year for the next decade, then let’s see where we get an truly reevaluate that. For the $200-300 million it would cost to get Portland true bicycle infrastructure on a world class scale similar to Amsterdam, it would easily give us the ability to hit the 25% mark for cycling. This in road bike infrastructure however is a joke to most people, and seriously, it still just exacerbates the more neanderthal drivers to freak out the less assertive cyclists. Very frustrating to see such an opportunity go down the drain. As for that investment, we already know the more cycle oriented parts of town are doing crazy good business, have healthier, happier and more effective citizens then the auto oriented areas – so seriously, we need to get our ass in gear in this regard.
  3. BRT – Bus Rapid Transit needs to be put into play in a number of areas from Eugene to Salem to Portland. BRT would be highly effective in acting as core arterials feeding the existing light rail systems, and as systems feeding directly into the city cores. BRT should be implemented as true BRT, not the faux junk implemented in Seattle, but as dedicated – possible to upgrade to LRT or even heavy rail in the future – with regular 5-7 minute service for more than 10 hours a day. Ideal points to connect in Portland would be Gresham down Powell to downtown Portland, 39th street north and south as a feeder from St Johns out and down to Hollywood and into Milwaukee, and another possible great route would be to setup a core run somehow on Barbur and put some traffic calming into place so motorists stop killing pedestrians and other motorists on that arterial. BRT could play a huge part in future build outs, especially since we need to bulk up ridership with frequency more than “luxury light rail”. Light rail is still needed, but with the completion of the Portland-Milwaukee Light Rail, we’re good for the next 10-20 years for rail infrastructure as our corridor backbone. Let’s get to feeding it as we should to make it easier and faster to use.
  4. My last thought is actually a huge way to spend a little money and over time save millions upon millions. There are untold miles of roads in Portland that we can’t afford to maintain, along with roads in Salem, Eugene and every major city and even more road miles in rural parts of the state. We should designate some of these roads as either toll roads, no longer maintained roads (i.e. close them unless a private entity wants to take responsibility for them) and especially in the city let’s figure out which roads we can cut out, stop maintaining, turn into parks, do turn outs or cut offs to improve neighborhoods and decrease costs or one of another zillion options. Simply, we have too much road infrastructure for a limited budget at the national, state and city and county levels. Let’s scale back appropriately. If motorists want to pay more to have more infrastructure, let’s actually foot the bill instead of continually pawning it off to bonds of various sorts that often end up in foreign hands. Our current road funding models are just insane, let’s budget what we can afford instead of living so far past our means. This would economically, environmentally and socially be logical as well as getting people to face the reality that we’re overbuilt on debt and poorly run infrastructure – we can do better.

That’s my top 4 that ought to have something done sooner than later. I’d love to see what your top choices would be. Leave a comment or three with your thoughts, I’ll put them into a larger write up that might even be put forth to implement. Cheers and happy riding!

What Do I Think About The TriMet Performance?

A number of days ago I posted a poll (which if you’d like, I’m still taking feedback and collecting it together). In it I asked a few questions about Trimet, how it is doing as an agency, and a few other simple questions. I’m going to produce a shiny report in the near future with the results, but for now, as previously promised here are my answers.

Name:

Transit Sleuth

Do I think that things could be better in transit for the city of Portland?

Yes

Do I think TriMet is doing a good job as a whole with the revenue they take in and from taxes?

Compared to other transit agencies around the United States, they’re doing one of the best jobs in the United States. Compared to the Canadian cities or even to the United States of the past? I think Trimet is making the exact same mistakes that are forced upon every major US city today. Transit agencies are setup to beg for funding while roadways are setup for automatic subsidies. There’s an obvious and outright discrimination to any mode or thought that a United States Citizen would do anything besides drive. This is reflected in the regulatory and nightmarish transit policies and monopolistic practices that transit agencies are setup with throughout the United States, which also pushes their costs up to often absurd levels. Throw in a heavy dose of monopoly Union control over the agencies, a lack of any clear competitiveness except to beg for money, and transit in the United States is ripe for inefficiencies on a grand scale. Overall though, I find that it could safely be said, that under Government monopoly operations transit is about 20-40% more expensive than private operations. To summarize, do I think we could get more for our tax dollars? No. Do I think we could get more as consumers of a service? History would say yes and I side with history.

Who do I think is responsible for the problems (if you think they have issues) at TriMet?

Let me create a list:

  • The Federal Government and many of the absurd standards and regulations they’ve set on transit. The vast subsidies that control the transportation industry in the United States (which also in many ways has almost destroyed the transit aspect of it) and give little freedom to cities, businesses or individuals to truly setup and operate transit agencies in general.

  • The State has poor management over most of the roadways it controls in Portland. Namely 82nd and Powell are a mess and there is little Portland – even though these are obviously Portland roadways now – have almost zero control over what to do with or how to remedy these massive traffic problems. Trimet, or anyone in the city for that matter, can’t run BRT, light rail, or for that matter many more buses than already run on the street. For this, ODOT shares a large part of responsibility in our transit mess. If they build the monstrous CRC then ODOT will absolutely be responsible for creating one of the largest nightmares in Portland’s history.

  • Portland Leadership (Mayor, etc) is not even attempting to make Trimet run lean. Not that the leadership should, it isn’t technically their responsibility. It is however in their best interest to make Trimet and leaner, cleaner transit machine to improve the livability of citizens in the city. Overall, I blame the leadership at this level only a small bit.

  • PDC, the Portland Development Commission and let’s include the Metro Committee or whatever they’re called has a huge say in how things are developed, what will be developed and how it will be developed in Portland. This inherently bleeds over to Trimet in a large way. I however, happen to agree with the PDC in most cases and actually support it’s existence. I support it for one reason, I’ve seen the opposite of it in other cities and it causes absolute havoc. It is why Portland can act and act quickly, with a clear mission, toward improving livability and other things throughout the city. Many cities in America cannot do this and it shows in  the fact they’ve allowed their downtown cores to be decimated, their suburbs to sprawl for hundreds of square miles, their tax bases to disappear and the cities to almost falter except for the existence of some tall buildings. It is indeed sad. So do I blame the PDC? Yes, but I generally blame them for much of the positive focus and clarity around Trimet’s actions and work with the city to build roads, stops and other amenities that benefit cyclists, pedestrians and dramatically increase safety for both of these peoples. Almost inadvertently auto safety has increased through a byproduct of a lot of these designs.

  • Trimet, we now get to the people that are responsible for the agency itself. At least, responsible for a 90% of everything about the agency. The other part is of course the Union. The union provides Trimet the workforce that drives the buses, MAXs and because they forced the city to use the ATU (Amalgamated Transit Union) labor, the streetcar. The WES is however serviced by the freight railroad that actually owns the track and trackway, the Portland & Western Railroad. Trimet is also largely responsible for many of the issues, and I’ll even admit that they could stand to replace many of the buses that have been neglected over the years. Some of those buses really shouldn’t be on the road anymore, it’s time to recycle them. I also think it is a problem, however it is somewhat small, that Trimet actually manages capital projects, which seems smart and not. The reason it is smart, there is no closer entity to the problems the capital projects will solve than Trimet and why it is not smart, is because Trimet’s main onus of operandi is to run transit services. The operational needs of services provisions should one up the project management of these projects. Fortunately, this is again a small overall problem. In the end, it’s a boost to the overall local economy for the duration of any capital projects, whether roadway, rail or otherwise.

  • ATU Trimet Union is another huge candidate in the overal scheme of things. They have poor leadership (DUIs and other absurd dishonorable actions on their member’s part are more frequent than one would like to admit, I personally have even received, albeit forgave, a death threat from ATU Members). Do I support unions? These days not particularly. Have I supported and are there situations I might support Unions? Yes. Do I support the ATU right now? Not really, they’ve screwed up far more than Trimet has, overreached their bounds, and battled to get the drivers so much that it makes the labor cost for basic transit service fairly unreasonable – but NOT something the drivers shouldn’t deserve and expect – the Union has just gone about it in a horribly inefficient way and setup Trimet so that the only real option is to start fighting them over costs. This is bad for EVERYBODY involved. The Union, its members, the customers of Trimet and the citizens of Portland.

Do you know about, what they’re for, and how the PDC (Portland Development Commission), City of Portland Mayor, Commissioners, City Council, etc work?

Yes. See above. I often get involved when I can and when I find the issue is truly important.

What would be the #1 thing that TriMet – or any entity – in Portland should do to help improve transit in the city?

This list is huge. The biggest win for the United States and especially Trimet could receive is a dramatic and immediate reduction in road subsidies from the Federal Government and a removal of the arbitrary regulations around road building and Interstates. Setting up where money is allocated to cities based on density, number of people and prospective service while reducing the subsidies and zoning encouragement for large sprawl and allow local cities and states dictate how they will build out their infrastructure, systems and related networks. The only large scale infrastructure the Feds have ever accomplished was the Interstate System, which displaced hundreds of thousands of minorities through eminent domain destroying vibrant downtown cores of once majestic cities and then in turn lumping the costs of almost the entire system on the states even though capital outlay was primarily funded through central planning and implemented in an authoritarian way (yes, those of you that are confused, the Interstate System is indeed an example of how Communism and Socialism can work, if that’s what you consider a success).

Simply put, getting the Feds out of our pockets and out of the decision making in Portland would be the greatest boon for cycling, transit and general livability this city could imagine.

The second best thing, which is probably more reasonable, is to expect a more balanced approach to city building. Even though Beaverton, Hillsboro and Gresham don’t pay in remotely close to the amount that Portland proper pays into the transit budget, they should however be built up further around core city center concepts. For the next 5 years, I’d say the metropolitan area should allocate 80% of all funds for transit, livability improvements, bikeways and related funding to the outer city centers (those stated) and the micro-town centers throughout the metropolitan area. I also agree, that bus line amenities and capital outlay and improvements should continue and be a larger part of the city budget. Trimet should focus more on operations around Light Rail and Buses, connecting and getting the frequencies more closely spaced to make the system easier and easier to use. I do NOT think we should lose focus on building out a core backbone in the system with light rail, if anything we should INCREASE spending to get core backbone with LRT and also BRT, but not wimpy piece meal BRT. If we’re going to do BRT half way, I say skip it and sink the capital for light rail now. BRT that isn’t dedicate ROW is a joke. Seattle is proving that for us right now, as I type this, at how poorly and catastrophically bad it can go for a city. Fortunately they’ve spent almost nothing for it (except they’ve had to further cut core services to make sure they could meet their Federal match for it).

Overall, do I think Trimet is doing a bad job? Considering their regulatory, legal and budgetary restrictions, no. Do I think their doing the best job or even close to the best job they could? no.

So there you have it. My two cents, the Transit Sleuth

Yes transit could improve in Portland. Trimet, PDC, the ATU, Portland Leadership, and especially the Federal Government all play a part in the issues that exist with getting better service. Do I blame any single entity entirely, no.

Do I think things will improve over the next 3-5 years? No, primarily because I don’t think the economy will dramatically improve for 3-5 years. However, until the Feds straighten their nonsense out, this 3-5 years could drag on much longer. But time will tell and there is no point on dwelling.

In the end, I hope for improvement. But in the meantime I’ll keep on contributing, being involved and living as best as I can.

Happy riding, cycling and walking! Cheers

The Countdown to Rapid Ride’s Newest Lines C & D is OVER!

D Line is now open and running to Ballard, giving real connection frequency and time to that town center.

and

C Line is now open and running to Fauntleroy and West Seattle. Both I’m thinking will rock – possibly surpassing the other lines already in service in large part.

Both of these lines connect some of the most active and vibrant parts of not just Seattle, but the entire Seattle Metropolitan area! I’ll be up to give em’ a good test ride soon!

That’s not it from Seattle King County Metro either, they have a couple more left. The E and F Lines are still in construction and final planning. To keep up with these lines and the others check out the Rapid Ride Blog.

Oakland, Go Vote…

…and Portland, we should be standing up for better BRT around the area that connects the high ridership lines. #72, #4, #9 and many others. Have interweave and connect with the town centers and fold into the light rail, as well as provide rapid acces to the city center.

Drop the lethargic idea that we only need 40 foot busses and let’s move more people in an easier way.

Learning From Each Other

Trimet, which considering comparative performance, does a great job comparative to King County Metro on a cost basis. Crazy you say, crazy not I say. They carry less per capita in their city core (i.e. the city itself, not the metropolitan area) than Trimet does, yet Metro does so at almost 2x the price per passenger as Trimet. Even though I think there isn’t much Trimet should imitate from Metro, there are two things I absolutely think they should invest in. These two things, would be easy investments since our neighbor Seattle has so much experience with them and has done most of the research and data gathering around it already.

  1. The first one is easy. Let’s get trolley buses back. Trimet’s diesel buses are nasty, especially those older buses. The older buses, based on what information I’ve been able to gather are dirtier than people riding in a bunch of huge SUVs. They’re barely worth running from an environmental pollution perspective. We need to toss those puppies in the recycling bin and get on board with the some trolley buses. If we’re really serious we’ll get trolley buses that can serve in my second suggestions…
  2. 60 ft BRT buses and some BRT routes to go with those buses! I love the light rail and over time the light rail will save the city a huge sum of money over BRT. But right now we need increased capabilities on the #72, the #9, and many other routes. Matter of fact, let’s toss WES and replace it with a nice clean BRT that can be bumped up to serious rail service – ya know – when Portland is like 4 million people. (whenever that happens)

These two things I know have been on the table and off the table, and overall Trimet has done alright. But they really need to start looking at some of these options. Once the city has a complete north, south, east, and western build out of light rail it is time to build up those rail lines even more by interconnecting them with BRT routes. Then the BRT routes can be shifted over the years as the BRT routes are bumped up to LRT or such. But for now, let’s get some serious frequency and capacity along the core routes of the city and build out those areas even more.

Anyway, that’s my 2 cents. I’m not going to complain like some of the light rail haters do and bus lovers gushing over buses do, but overall, Trimet should put a little emphasis on the services around the light rail.

Transit Riders’ Savings Exceed Thousands Per Year!

This message is of course about out of pocket savings, which really is all we can make a market based decision on. If the Government actually allowed or made us pay the full price of transportation these numbers and savings would be even higher, but the overall cost of transportation would alsot be slightly higher. Without further ado, here is APTA’s study and results.

Despite Lower Gas Prices Public Transit Riders Still Reap Big Savings

 Individuals can save $807 this month alone by switching to public transit for their daily commute

Washington, D.C. – Even with lower gas prices public transportation still offers individuals a way to save hundreds of dollars each month.  According to the American Public Transportation Association’s (APTA) December  Transit Savings Report, individuals who ride public transportation instead of driving can save, on average, $807 dollars this month, and $9,69 annually.   These savings are based on the cost of commuting by public transportation compared to the December 20, 2011 average national gas price ($3.21 per gallon- reported by AAA) and the national unreserved monthly parking rate.

Currently gas prices are $.15 a gallon less than last month, but still $.23 higher than this time last year. Proving riding public transit is a smart way to lower transportation costs.

APTA releases this monthly Transit Savings Report to examine how an individual in a two-person household can save money by taking public transportation and living with one less car.

The national average for a monthly unreserved parking space in a downtown business district is $155.22, according to the2011 Colliers International Parking Rate Study.  Over the course of a year, parking costs for a vehicle can amount to an average of $1,863.

The top 20 cities with the highest transit ridership are ranked in order of their transit savings based on the purchase of a monthly public transit pass and factoring in local gas prices for December 20, 2011 and the local monthly unreserved parking rate.*

 

   City  Monthly  Annual
 1  New York  $1,198  $14,375
 2  Boston  $1,106  $13,272
 3  San Francisco  $1,075  $12,902
 4  Seattle  $979  $11,749
5 Philadelphia $955 $11,457
6 Chicago $945 $11,343
 7  Honolulu  $937  $11,242
 8  Los Angeles  $880  $10,554
 9  Minneapolis $859  $10,308
 10  San Diego  $851  $10,215
 11  Portland  $842  $10,099
 12  Denver  $838  $10,053
 13  Washington, DC  $836  $10,031
14 Baltimore $817 $9,810
 15  Cleveland  $802  $9, 628
 16  Miami  $780  $9,355
 17  Atlanta  $762  $9,140
 18  Dallas  $759  $9,109
 19  Pittsburgh  $760  $9,120
 20  Las Vegas  $755  $9,064

*Based on gasoline prices as reported by AAA on 12/20/11.

Methodology

APTA calculates the average cost of taking public transit by determining the average monthly transit pass of local public transit agencies across the country.  This information is based on the annual APTA fare collection survey and is weighted based on ridership (unlinked passenger trips).  The assumption is that a person making a switch to public transportation would likely purchase an unlimited pass on the local transit agency, typically available on a monthly basis.

APTA then compares the average monthly transit fare to the average cost of driving.  The cost of driving is calculated using the 2011 AAA average cost of driving formula.  AAA cost of driving formula is based on variable costs and fixed costs.  The variable costs include the cost of gas, maintenance and tires.  The fixed costs include insurance, license registration, depreciation and finance charges.  The comparison also uses the average mileage of a mid-size auto at 23.4 miles per gallon and the price for self-serve regular unleaded gasoline as recorded by AAA on December 20, 2011 at $3.21 per gallon.  The analysis also assumes that a person will drive an average of 15,000 miles per year.  The savings assume a person in two-person household lives with one less car.

In determining the cost of parking, APTA uses the data from the 2011 Colliers International Parking Rate Study for monthly unreserved parking rates for the United States.

To calculate your individual savings with or without car ownership, go to www.publictransportation.org.

# # #

The American Public Transportation Association (APTA) is a nonprofit international association of more than 1,500 public and private member organizations, engaged in the areas of bus, paratransit, light rail, commuter rail, subways, waterborne passenger services, and high-speed rail. This includes: transit systems; planning, design, construction, and finance firms; product and service providers; academic institutions; transit associations and state departments of transportation. More than 90 percent of the people using public transportation in the United States and Canada are served by APTA member systems.

It does however make me wonder, if someone is saving that much with transit usage, how much could someone save with a more intelligent and strategically located lifestyle that allows walking or biking to work? How much healthier and stronger would Americans be if they weren’t stranded in the suburbs and tied to their cars?

Ballard to Bellevue to Redmond to Seattle to Ballard, Done!

A couple weeks ago Ro and I made a trip to check out the B-Line. The B-Line is the latest BRT type route between Bellevue to Redmond on the east side of Lake Washington (I really don’t want to call it east Seattle, because it isn’t anything like Seattle). We left early in the day boarding the #44 at Ballard & Market Street.

#44, in Diesel Operation (Usually it runs a Trolley Bus)

#44, in Diesel Operation (Usually it runs a Trolley Bus)

The #271 can be seen hiding behind the #49.

The #271 can be seen hiding behind the #49.

From there we rode to the University District and transferred there to the #271.

As we rode the #271 I saw an activity, that when I drove would cause me serious rage and concern over safety. But here on the bus, it was almost endearing to see a fellow rider making good use of their bus riding time. A young lady sat politely in her chair doing some of that fancy make up doing that young ladies do.

An appropriate time to put on makeup.

An appropriate time to put on makeup.

Once we arrived in Bellevue we spent some time to get a bite at Chantanee Thai Restaurant and Bar. After a good meal and some pretty snappy drinks, we headed over to the Bellevue Transit Center to board one of the new B-Line Buses. Behold, before us stood Chad (aka punkrawker of punkrawker4783 videos)! We talked for a bit about the new route. He told me about how part of the line was super busy while the other part was moderately so. After a few minute Ro and I left Chad to go his way and we were off on our way.

B-Line to Redmond

B-Line to Redmond

We boarded the next bus, when it showed as ready. They sit there at the transit center, off with a driver usually standing nearby in preparation for departure. On this day, since it wasn’t a weekday, the frequency was only 15 minutes. This made it really not like BRT. But I wasn’t expecting too much, as BRT is rarely setup the way it is talked about by advocates.

B-Line, Side Shot

B-Line, Side Shot

B-Line to Redmond

B-Line to Redmond

Once aboard we took our seats and enjoyed our departure. We pulled out onto the main street, into traffic, with barely a dedicated lane in site. As expected I thought to myself. But it wasn’t bad. The ride was smooth, as far as buses go, and vastly superior to the ride quality of buses that actually travel most King County Metro Routes. Part of this was the roadway, which is newer than most of the roads in Seattle proper, and part of it was the bus that has better suspension and ride quality.

On our ride we also were entertained by some of the colorful characters of the east side. One guy had a strange cat hat thing on with a girl who, well, simply had odd attire on altogether. But to each their own, it brought a chuckle and props for being different!

Cat Hat

Cat Hat

The east side, I will admit, is a beautiful area with a lot of nature. It is however a massive lifeless suburban sprawl. Everyone has their ticky tacky houses and with cookie cutter restaurants with barely a unique characteristics to the whole place. The only way to tell you’re in the north west is by the trees and natural surroundings here and there, plus the continual spurts of rain every hour or so. Other than that, you might as well be in Texas. The east side, with almost every house, apartment, and building carries an almost triumphant lack of culture and art. But again, this is something I was prepared for. Want art, go downtown to Seattle. Want some grass that you can mow, go to the east side.

The stops along the way, that are dedicated to the B-Line, are pretty neat. They’re just like the A-Line stops for the most part. With the rich red color and simple design.

B-Line Bus Stop

B-Line Bus Stop

I did grab one shot that I thought was just so stereotypical of the east side. The irreverent and disrespectful by their mere existence, H2 Hummer. Not the real Humvee, but no the superficial and fake H2. The thing that only pretends to be a real truck and is by no means even related to a military vehicle in any way other than mockery. The marketing on this sure worked for those of lesser income that have issues with their big truckness of manhood.

East Side Superficialness in Full Effect

East Side Superficialness in Full Effect

When we did get into the small town of Redmond the bus pulled up to the Redmond Transit Center. There we walked to the area that literally has the MOST life of the entire area. The local skate park. Of course, there were some kids there breaking the law while having fun riding their bikes. But as with the respect among young people, everyone was honorably taking their turns at runs on the park. Bicyclists, skooter riders, and skaters alike. It was very chill. Several of the kids were pretty bad ass on those bikes too. I’d hate to see an officer have to enforce the law and bust those kids of biking on the skate park. Something seriously should be done to change those laws – these parks should be available to skaters, skooters, inline skaters, bicyclists, or whatever non-powered fun ridable things someone wants to ride on it.

Here’s a few shots of the dudes riding bikes that were tearing it up good.

Flying High

Flying High

…and another…

Airborne Again

Airborne Again

After a while watching, we grabbed some food and then headed off to the heart of Redmond (which is about 4 square blocks of more ticky tacky, but I won’t go into that). On the way back I grabbed a few more shots of the buses serving the Redmond Transit Center.

Redmond Transit Center - B-Line Buses Queued Up

Redmond Transit Center - B-Line Buses Queued Up

#248 Redmond

#248 Redmond

Bus Stop Sign

Bus Stop Sign

After all that riding, it was time to head back to the cultural heart of this metropolitan area. So we boarded the next #545 bound for Seattle!

Once downtown, with a breath of life back in our souls, we then transferred and rode the trusty #18 back to Ballard.

Ride Complete! 🙂 Cheers!