![]() ![]() The RapidRide J Line project is a partnership between the City of Seattle and King County Metro. If awarded, the City of Seattle will have funding to complete the RapidRide J Line project by 2026. It signals the project is on track to get a grant from the FTA’s Capital Investment Grants Small Starts Program ( see page 74). This recommendation is a critical milestone for the project and the City. The grant supports modernizing and expanding Seattle’s public transit system. Department of Transportation’s Federal Transit Administration (FTA) recommended allocating $60 million to Seattle’s RapidRide J Line project. If you live in the part where only the 950 runs, it might be tough since it only runs every 20 minutes at best.If awarded, the City of Seattle will have secured all necessary funding to complete the RapidRide J Line project by 2026 The J Line has two services: the 910, which ends Harbor Gateway, and the 950, which goes to San Pedro. The problem for you might be how often it runs. Outside of Downtown, the J is super fast since it has its own lanes on the freeway, no need to worry. Delays are common, but most of the time it’s only a few minutes. Besides that it’s a little rare for the J Line to slow down. The only times where the J Line is unbearably slow is if something’s going on in Downtown, usually if there’s a Lakers/Clippers/Kings game or some kind of protest. Going Northbound it rarely gets super slow since Figueroa does have bus lanes, Southbound is a bit slower since Flower doesn’t have bus lanes. The only part where the J Line is kind of slow is in Downtown. Sorry for the long text, it’s mostly just a rant from a J Line regular who’s mad about how much better it could be.Īt least for engineering CSULA is alright, not super great but if you’re commuting like me, it might be your best option. And of course more service evenings and weekends is nice (but that’s a systemwide issue anyway). I’ve heard it’s lightly used, but if at any point it’s possible, there should be more service south of Harbor Gateway. The only other thing might be the frequency of service to San Pedro. Heck, even a few of the stops in DTLA could be consolidated (and that one stop on 190th, granted it’s replaced with something). The freeway stops on the J are fine, but more signage is needed there as well.Īnd why does the J have so many stops in San Pedro? Quite a few of those stops should be cut, of course as long as they are replaced with more local service. ![]() The J Line street stops should resemble the G Line as closely as possible. No benches, no real-time arrivals, no BRT signage, nothing, just a bus stop sign. Case-in-point: Flower & Olympic, one of my regular stops. ![]() Some parts of the J do have bus lanes (thankfully) but more needs to be fleshed out, especially in DTLA and San Pedro.ĭon’t even get me started on the J Line stops. As long as the J Line is a BRT, it SHOULD run mostly 60 foot buses.Īnother issue is bus lanes. Metro did order five 60 foot buses for the J (which may enter service the end of this year or early ‘24), but the vast majority of the new fleet will be 40 footers. The electric buses are only 5 feet shorter (40 ft long), but as a regular, I can tell you those five feet make a HUGE difference. What’s even worse is that Metro’s “upgrade” to electric buses for the J will actually DECREASE capacity on the line. It’s no shocker that the line is extremely prone to overcrowding as a result. Unlike the G, the other BRT line in the system, which has 60 foot buses, the J only operates 45 foot buses. There’s so many things that could be improved imo As a J Line regular, I’m generally disappointed when thinking about how much better it could be. ![]()
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