Route 41 (King County Metro): Difference between revisions
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{{short description|Urban bus route in Seattle, Washington}} |
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{{Infobox bus line |
{{Infobox bus line |
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|number = Route 41 |
|number = Route 41 |
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|bgcolor = # |
|bgcolor = #{{KCMT color|green}} |
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|titlecolor = white |
|titlecolor = white |
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|caption = A Northgate-bound bus at [[University Street station|University Street]] |
|caption = A Northgate-bound bus at [[University Street station|University Street]] in the [[Downtown Seattle Transit Tunnel]] |
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|system = [[King County Metro]] |
|system = [[King County Metro]] |
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|garage = |
|garage = |
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|status = |
|status = Deleted |
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|open = {{start date|1970|09|08}} |
|open = {{start date|1970|09|08}} |
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|close = |
|close = {{end date|2021|10|02}} |
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|routetype = Express |
|routetype = Express |
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|locale = [[Seattle]], |
|locale = [[Seattle]], Washington, U.S. |
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|start = [[Downtown Seattle |
|start = [[Downtown Seattle]] |
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|via = [[Northgate Transit Center]] |
|via = [[Northgate Transit Center]] |
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|end = [[Lake City, Seattle|Lake City]] |
|end = [[Lake City, Seattle|Lake City]] |
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|transfers = |
|transfers = |
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|timetable_link = [http://kingcounty.gov/depts/transportation/metro/schedules-maps/041.aspx#weekday King County Metro] |
|timetable_link = [http://kingcounty.gov/depts/transportation/metro/schedules-maps/041.aspx#weekday King County Metro] |
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|map_state = collapsed |
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|map_state = |
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|map_name = <!-- name of the map (defaults to 'Route map') --> |
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|previous_line = [[Route 40 (King County Metro)|40]] |
|previous_line = [[Route 40 (King County Metro)|40]] |
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|system_nav = '''41''' |
|system_nav = '''41''' |
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|next_line = [[Route 43 (King County Metro)|43]] |
|next_line = [[Route 43 (King County Metro)|43]] |
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|notes = |
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|map_state = collapsed |
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'''Route 41''' |
'''Route 41''' was an express [[bus route]] operated by [[King County Metro]] in [[Seattle]], Washington, United States. It connected [[Lake City, Seattle|Lake City]] and [[Northgate, Seattle|Northgate]] to [[Downtown Seattle]], with non-stop service on [[Interstate 5 in Washington|Interstate 5]] south of [[Northgate Transit Center]]. |
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The route was created in 1970 by the city-run [[Seattle Transit System]] as the '''41 Blue Streak''', the first in a series of [[express bus service]]s in North Seattle using the Interstate 5 [[reversible lane|express lanes]]. It was transferred to Metro in 1973 and dropped the "Blue Streak" branding in 1978. |
The route was created in 1970 by the city-run [[Seattle Transit System]] as the '''41 Blue Streak''', the first in a series of [[express bus service]]s in North Seattle using the Interstate 5 [[reversible lane|express lanes]]. It was transferred to Metro in 1973 and dropped the "Blue Streak" branding in 1978. |
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Route 41 was moved to the [[Downtown Seattle Transit Tunnel|downtown transit tunnel]] in 1991, and expanded into an all-day route in 2002. It became one of the busiest routes operated by King County Metro, with over 10,000 daily riders. The service was moved out of the downtown tunnel in 2019 and was retired on October 2, 2021, with the opening of [[Link light rail]] service to Northgate. |
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==Route== |
==Route== |
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Route 41 |
Route 41 began in the [[Chinatown–International District, Seattle|Chinatown–International District]] neighborhood at the south end of [[Downtown Seattle]], serving a pair of stops near [[International District/Chinatown station]] and [[King Street Station]]. The bus route traveled through Downtown Seattle on 3rd Avenue, the main transit corridor for the city, and turned east onto Olive Way near the [[Westlake Center]]. Inbound buses ran on Union Street, while outbound buses used Olive Way to reach [[Interstate 5 in Washington|Interstate 5]], with northbound access to a direct ramp on Howell Street to the [[reversible lane|express lane]]s during certain times of the day. Route 41 traveled non-stop on Interstate 5 for {{convert|6|mi|km}} to the [[Northgate Transit Center]], a major bus station in North Seattle near the [[Northgate Mall (Seattle)|Northgate Mall]]; buses stopped at bays 2 and 5 for northbound and southbound trips, respectively.<ref>{{cite web |title=Northgate Transit Center Boarding Locations |url=http://metro.kingcounty.gov/tops/parknride/boarding/northgate-tc.html |publisher=King County Metro |access-date=October 16, 2016}}</ref> From the transit center, route 41 continued north on 5th Avenue Northeast past the Northgate Mall, and turned east onto Northeast 125th Street in [[Pinehurst, Seattle|Pinehurst]]. Buses make local stops through the mostly residential area, which gives way to the [[Lake City, Seattle|Lake City]] commercial center. Route 41 then turned north onto [[Lake City Way (Seattle)|Lake City Way]] and terminated at Northeast 130th Street.<ref name="MetroSchedule">{{cite web |date=March 23, 2019 |title=Route 41: Lake City, Northgate Transit Center, Downtown Seattle |url=https://kingcounty.gov/~/media/depts/transportation/metro/schedules/pdf/03232019/rt-041.pdf |publisher=King County Metro |access-date=March 25, 2019}}</ref><ref name="MetroNWMap">{{cite map |date=March 2019 |title=Metro Transit System: Northwest Area |url=https://kingcounty.gov/~/media/depts/transportation/metro/maps/system/03232019/pdf/metro-system-map-nw |publisher=King County Metro |access-date=March 25, 2019}}</ref> |
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Route 41 |
Route 41 ran at a frequency of 6 minutes during [[rush hour|peak hours]] on weekdays, and 15 to 20 minutes at other times. Some trips were truncated to Northgate instead of serving Lake City.<ref name="MetroSchedule"/> In spring 2015, Metro estimated that 10,000 daily riders used route 41 on weekdays.<ref>{{cite report |date=October 2015 |title=King County Metro Transit 2015 Service Guidelines Report |chapter=Appendix F: Route-level Ridership (weekday average, spring 2014 and spring 2015) |page=A-19 |chapter-url=http://metro.kingcounty.gov/planning/pdf/2011-21/2015/service-guidelines-full-report.pdf |publisher=King County Metro |access-date=October 16, 2016}}</ref> |
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===Connections=== |
===Connections=== |
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Route 41 |
Route 41 was the trunk service for North Seattle, connecting with local buses at [[Northgate Transit Center]] and in [[Lake City, Seattle|Lake City]]. |
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{| class="wikitable" style="font-size: 95%;" |
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!Notes |
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!colspan=3|[[Downtown Seattle]] |
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!4th/5th Avenue South & South Jackson Street |
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| ⚫ | |'''[[Sound Transit]]''' [[Link light rail]]: [[Central Link]] to [[University of Washington station|University of Washington]] and [[Angle Lake station|Angle Lake]] (via [[International District/Chinatown station]])<br />[[King County Metro]], [[Community Transit]], [[Sound Transit Express]], [[Amtrak]], [[Sounder commuter rail]], [[First Hill Streetcar]] |
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|Bidirectional (Bay A) |
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| ⚫ | |'''[[Sound Transit]]''' [[Link light rail]]: [[Central Link]] to [[University of Washington station|University of Washington]] and [[Angle Lake station|Angle Lake]]<br /> |
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!3rd Avenue & James Street |
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|Bidirectional (Bay A) |
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| ⚫ | |'''[[Sound Transit]]''' [[Link light rail]]: [[Central Link]] to [[University of Washington station|University of Washington]] and [[Angle Lake station|Angle Lake]]<br /> |
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!3rd Avenue & Marion/Madison Street |
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|[[King County Metro]], [[Community Transit]], [[Sound Transit Express]] |
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|Bidirectional (Bay A) |
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| ⚫ | |'''[[Sound Transit]]''' [[Link light rail]]: [[Central Link]] to [[University of Washington station|University of Washington]] and [[Angle Lake station|Angle Lake]]<br /> |
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!3rd Avenue & Union Street (NB)<br />Union Street & 4th Avenue (SB) |
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|Bidirectional (Bay A) |
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| ⚫ | |'''[[Sound Transit]]''' [[Link light rail]]: [[Central Link]] to [[University of Washington station|University of Washington]] and [[Angle Lake station|Angle Lake]]<br /> |
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!3rd Avenue & Pine Street |
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| ⚫ | |'''[[Sound Transit]]''' [[Link light rail]]: [[Central Link]] to [[University of Washington station|University of Washington]] and [[Angle Lake station|Angle Lake]] (via [[Westlake station (Sound Transit)|Westlake station]])<br />[[King County Metro]], [[Community Transit]], [[Sound Transit Express]], [[Seattle Center Monorail]], [[South Lake Union Streetcar]] |
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|Bidirectional (Bay A) |
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!Olive Way & 6th Avenue (NB) |
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|[[King County Metro]], [[Community Transit]], [[Sound Transit Express]] |
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|Bidirectional (Bays 2 & 5) |
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|'''[[King County Metro]]''': 26X, 40, 63, 67, 75, 303X, 345, 346, 347, 348, 995<br />'''[[Sound Transit Express]]''': 555, 556 |
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|Some trips terminate at Northgate TC<ref name="MetroSchedule"/> |
|Some trips terminate at Northgate TC<ref name="MetroSchedule"/> |
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!colspan= |
!colspan=3|Local service on 5th Avenue NE |
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!5th Avenue NE & NE 125th Street |
!5th Avenue NE & NE 125th Street |
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|Bidirectional |
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|Some trips terminate at NE 125th Street<ref name="MetroSchedule"/> |
|Some trips terminate at NE 125th Street<ref name="MetroSchedule"/> |
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!colspan= |
!colspan=3|Local service on NE 125th Street |
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!Lake City Way NE & NE 130th Street |
!Lake City Way NE & NE 130th Street |
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|Southbound<br />(Northbound terminal) |
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|'''[[King County Metro]]''': 64X, 65, 75, 309X, 312X, 330, 372X<br />'''[[Sound Transit Express]]''': 522 |
|'''[[King County Metro]]''': 64X, 65, 75, 309X, 312X, 330, 372X<br />'''[[Sound Transit Express]]''': 522 |
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===Blue Streak=== |
===Blue Streak=== |
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The construction and completion of [[Interstate 5 in Washington|Interstate 5]] through North Seattle spurred considerable [[suburb]]an development in the 1950s. [[Northgate, Seattle|Northgate]] and [[Lake City, Seattle|Lake City]] were annexed into the city of Seattle in 1954,<ref>{{cite web |last=Wilma |first=David |date=October 12, 2005 |title=Seattle annexes the area north of N 85th Street to N 145th Street on January 4, 1954. |url=http://www.historylink.org/File/7514 |work=[[HistoryLink]] | |
The construction and completion of [[Interstate 5 in Washington|Interstate 5]] through North Seattle spurred considerable [[suburb]]an development in the 1950s. [[Northgate, Seattle|Northgate]] and [[Lake City, Seattle|Lake City]] were annexed into the city of Seattle in 1954,<ref>{{cite web |last=Wilma |first=David |date=October 12, 2005 |title=Seattle annexes the area north of N 85th Street to N 145th Street on January 4, 1954. |url=http://www.historylink.org/File/7514 |work=[[HistoryLink]] |access-date=October 16, 2016}}</ref> and the city-run [[Seattle Transit System]] expanded bus service into the area. The new service included a shuttle that ran at a significant loss for several years before being cancelled in the late 1950s.<ref>{{cite news |date=July 5, 1953 |title=Transit Shuttle Shows Loss On North End Run |page=15 |work=[[The Seattle Times]]}}</ref> A second attempt at serving the north end with bus service was launched in 1963,<ref>{{cite news |date=March 6, 1963 |title=Bus-Service News Cheered In North End |page=4 |work=The Seattle Times}}</ref> with existing routes extended north towards Northgate and Lake City later that year.<ref>{{cite news |last=Moody |first=Dick |date=June 24, 1963 |title=Service Begins On 2 Transit Extensions |page=18 |work=The Seattle Times}}</ref> |
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Increasing congestion on Interstate 5 and declining bus ridership led city officials to propose a [[rapid transit]] service using the freeway's reversible express lanes. In 1966, the federal government approved planning of an express bus service, named "Blue Streak" by Seattle Transit, that would use the express lanes between Northeast 110th Street and Cherry Street in Downtown Seattle.<ref>{{cite news |date=October 25, 1966 |title=Rapid Transit on the Freeway |page=10 |work=The Seattle Times}}</ref><ref>{{cite news |last=Robinson |first=Herb |date=April 28, 1967 |title=Blue-Streak Bus Plan Is Immobile |page=1A |work=The Seattle Times}}</ref> |
Increasing congestion on Interstate 5 and declining bus ridership led city officials to propose a [[rapid transit]] service using the freeway's reversible express lanes. In 1966, the federal government approved planning of an express bus service, named "Blue Streak" by Seattle Transit, that would use the express lanes between Northeast 110th Street and Cherry Street in Downtown Seattle.<ref>{{cite news |date=October 25, 1966 |title=Rapid Transit on the Freeway |page=10 |work=The Seattle Times}}</ref><ref>{{cite news |last=Robinson |first=Herb |date=April 28, 1967 |title=Blue-Streak Bus Plan Is Immobile |page=1A |work=The Seattle Times}}</ref> |
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Blue Streak service on Route 41 began on September 8, 1970, traveling on local streets between [[Sand Point, Seattle|Sand Point]], Lake City and Northgate Mall, and proceeding onto [[Interstate 5 in Washington|Interstate 5]] non-stop to [[Downtown Seattle]]. Blue Streak buses were given exclusive use of the Columbia and Cherry ramps on the Interstate 5 reversible express lanes, as well as a [[bus lane|bus-only lane]] on 5th Avenue.<ref>{{cite news |last=Lane |first=Bob |date=August 30, 1970 |title=September 9: Blue Streak buses roll soon |page=A11 |work=The Seattle Times}}</ref> Buses traveled primarily on 3rd Avenue through Downtown, heading northbound during morning inbound trips and southbound during afternoon outbound trips towards Northgate.<ref name="Lane-Wednesday">{{cite news |last=Lane |first=Bob |date=September 6, 1970 |title=Blue Streak: It begins Wednesday |page=D1 |work=The Seattle Times}}</ref> Buses ran at a frequency of 7 to 15 minutes from 7 a.m. to 7 p.m. on weekdays and Saturdays.<ref>{{cite news |date=October 1, 1970 |title=Streak to the shops |page=G2 |work=The Seattle Times}}</ref> The trip between Northgate and downtown took an average of 15 minutes, and took near-full busloads on the first day.<ref name="Lane-Week">{{cite news |last=Lane |first=Bob |date=September 9, 1970 |title=Blue Streak: Week is needed to judge express patronage |page=H3 |work=The Seattle Times}}</ref> The 22 buses on Blue Streak service were initially colored red, but were later repainted blue to match the branding.<ref name="Lane-BS1970"/> |
Blue Streak service on Route 41 began on September 8, 1970, traveling on local streets between [[Sand Point, Seattle|Sand Point]], Lake City and Northgate Mall, and proceeding onto [[Interstate 5 in Washington|Interstate 5]] non-stop to [[Downtown Seattle]]. Blue Streak buses were given exclusive use of the Columbia and Cherry ramps on the Interstate 5 reversible express lanes, as well as a [[bus lane|bus-only lane]] on 5th Avenue.<ref>{{cite news |last=Lane |first=Bob |date=August 30, 1970 |title=September 9: Blue Streak buses roll soon |page=A11 |work=The Seattle Times}}</ref> Buses traveled primarily on 3rd Avenue through Downtown, heading northbound during morning inbound trips and southbound during afternoon outbound trips towards Northgate.<ref name="Lane-Wednesday">{{cite news |last=Lane |first=Bob |date=September 6, 1970 |title=Blue Streak: It begins Wednesday |page=D1 |work=The Seattle Times}}</ref> Buses ran at a frequency of 7 to 15 minutes from 7 a.m. to 7 p.m. on weekdays and Saturdays.<ref>{{cite news |date=October 1, 1970 |title=Streak to the shops |page=G2 |work=The Seattle Times}}</ref> The trip between Northgate and downtown took an average of 15 minutes, and took near-full busloads on the first day.<ref name="Lane-Week">{{cite news |last=Lane |first=Bob |date=September 9, 1970 |title=Blue Streak: Week is needed to judge express patronage |page=H3 |work=The Seattle Times}}</ref> The 22 buses on Blue Streak service were initially colored red, but were later repainted blue to match the branding.<ref name="Lane-BS1970"/> |
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[[United States Secretary of Transportation|US Secretary of Transportation]] [[John A. Volpe]] praised the Blue Streak system during a speech on opening day, calling the express buses "an example [of] imaginative, innovative use of existing transportation facilities and equipment".<ref>{{cite news |date=September 9, 1970 |title=Volpe praises Blue Streak |page=A14 |work=The Seattle Times}}</ref> The Blue Streak experiment attracted interest from mass transit advocates and officials from across the nation.<ref>{{cite news |last=Lane |first=Bob |date=November 9, 1970 |title=Transit men visit city to study Blue Streak |page=A14 |work=The Seattle Times}}</ref> The Blue Streak system was expanded to other routes in the 1970s and served as the model for modern park-and-ride express service in the [[Seattle metropolitan area]] and across the [[United States]].<ref>{{cite web |title=Milestones—The 1970s |url=http://metro.kingcounty.gov/am/history/history-1970.html |publisher=King County Metro | |
[[United States Secretary of Transportation|US Secretary of Transportation]] [[John A. Volpe]] praised the Blue Streak system during a speech on opening day, calling the express buses "an example [of] imaginative, innovative use of existing transportation facilities and equipment".<ref>{{cite news |date=September 9, 1970 |title=Volpe praises Blue Streak |page=A14 |work=The Seattle Times}}</ref> The Blue Streak experiment attracted interest from mass transit advocates and officials from across the nation.<ref>{{cite news |last=Lane |first=Bob |date=November 9, 1970 |title=Transit men visit city to study Blue Streak |page=A14 |work=The Seattle Times}}</ref> The Blue Streak system was expanded to other routes in the 1970s and served as the model for modern park-and-ride express service in the [[Seattle metropolitan area]] and across the [[United States]].<ref>{{cite web |title=Milestones—The 1970s |url=http://metro.kingcounty.gov/am/history/history-1970.html |publisher=King County Metro |access-date=October 16, 2016}}</ref> In its first year of service, Blue Streak routes increased ridership in North Seattle amid an overall decline in Seattle Transit ridership.<ref>{{cite news |last=Lane |first=Bob |date=September 21, 1971 |title=Patronage on Blue Streak increases |page=A6 |work=The Seattle Times}}</ref> |
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Seattle Transit general manager Lloyd Garber said that demand for parking was higher than expected and that it was too early to analyze ridership;<ref name="Lane-Week"/> after the first week of service, Seattle Transit began surveying riders to determine whether motorists had been lured by the new service.<ref>{{cite news |last=Lane |first=Bob |date=September 17, 1970 |title=Blue Streak: Transit cautious on success |page=B1 |work=The Seattle Times}}</ref> The study determined that 75 percent of surveyed patrons had switched from their personal automobiles, and that Blue Streak was responsible for a decrease of 400 vehicles on Interstate 5 at rush hour.<ref>{{cite news |last=Barr |first=Robert A. |date=November 23, 1970 |title=State may pay for more Blue Streak parking |page=D8 |work=The Seattle Times}}</ref> By late October, demand at the Northgate park and ride prompted the State Highway Department to offer funding for an auxiliary lot.<ref>{{cite news |date=October 28, 1970 |title=States seeks to bolster Blue Streak |page=E12 |work=The Seattle Times}}</ref> |
Seattle Transit general manager Lloyd Garber said that demand for parking was higher than expected and that it was too early to analyze ridership;<ref name="Lane-Week"/> after the first week of service, Seattle Transit began surveying riders to determine whether motorists had been lured by the new service.<ref>{{cite news |last=Lane |first=Bob |date=September 17, 1970 |title=Blue Streak: Transit cautious on success |page=B1 |work=The Seattle Times}}</ref> The study determined that 75 percent of surveyed patrons had switched from their personal automobiles, and that Blue Streak was responsible for a decrease of 400 vehicles on Interstate 5 at rush hour.<ref>{{cite news |last=Barr |first=Robert A. |date=November 23, 1970 |title=State may pay for more Blue Streak parking |page=D8 |work=The Seattle Times}}</ref> By late October, demand at the Northgate park and ride prompted the State Highway Department to offer funding for an auxiliary lot.<ref>{{cite news |date=October 28, 1970 |title=States seeks to bolster Blue Streak |page=E12 |work=The Seattle Times}}</ref> |
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===Metro Transit=== |
===Metro Transit=== |
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After a countywide public transit system was approved by voters on September 19, 1972,<ref>{{cite web |last=Crowley |first=Walt |date=January 1, 2000 |title=King County voters approve creation of Metro Transit on September 19, 1972. |url=http://www.historylink.org/File/1998 |work=HistoryLink | |
After a countywide public transit system was approved by voters on September 19, 1972,<ref>{{cite web |last=Crowley |first=Walt |date=January 1, 2000 |title=King County voters approve creation of Metro Transit on September 19, 1972. |url=http://www.historylink.org/File/1998 |work=HistoryLink |access-date=October 16, 2016}}</ref> bus service within Seattle was transferred from the Seattle Transit System to the [[Municipality of Metropolitan Seattle]] (Metro) on January 1, 1973.<ref>{{cite news |last=Lane |first=Bob |date=January 1, 1973 |title=Out with old, in with Metro Transit |page=A1 |work=The Seattle Times}}</ref> As part of the changeover, the leased Blue Streak parking lot was acquired by Metro using funds from the [[Urban Mass Transit Administration]].<ref>{{cite news |date=December 8, 1972 |title=Metro OK's contracts with two transit lines |page=E7 |work=The Seattle Times}}</ref><ref>{{cite news |date=December 29, 1972 |title=Seattle given funds to buy transit lot |page=B5 |work=The Seattle Times}}</ref> As part of a system renumbering in January 1978, Metro eliminated the "Blue Streak" branding on routes, creating the modern route 41.<ref>{{cite news |last=Lane |first=Bob |date=January 18, 1978 |title=Signs of change for Metro buses |page=E12 |work=The Seattle Times}}</ref> |
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| ⚫ | Route 41 was chosen as one of the initial routes to be routed through the [[Downtown Seattle Transit Tunnel| |
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| ⚫ | Route 41 was chosen as one of the initial routes to be routed through the [[Downtown Seattle Transit Tunnel|downtown transit tunnel]] in Downtown Seattle, but due to a delay in the production of special [[dual-mode bus]]es for the tunnel, route 41 was not moved into the tunnel until 1991.<ref>{{cite map |date=September 1991 |title=Metro Transit System Map |publisher=King County Metro |oclc=26737935}}</ref><ref>{{cite news |last=Lane |first=Bob |date=April 4, 1990 |title=Production of tunnel buses behind schedule |page=D3 |url=http://community.seattletimes.nwsource.com/archive/?date=19900404&slug=1064799 |work=The Seattle Times |access-date=October 16, 2016}}</ref> Route 41 ran primarily during [[peak hour]]s, with some limited midday service, and was supplemented by route 307, which ran from Downtown Seattle to Northgate and [[Bothell, Washington|Bothell]] on weekends and nights.<ref>{{cite news |last=Fleming |first=Leonard N. |date=June 5, 1992 |title=Bus changes coming to north end |page=E4 |work=The Seattle Times}}</ref> The northern terminus of route 41 was moved from [[Magnuson Park]] to 5th Avenue NE and NE 125th Street in 1997, eliminating service to Sand Point and [[Lake City, Seattle|Lake City]].<ref>{{cite book |date=October 1997 |title=Final Environmental Impact Statement: Reuse of Naval Station Puget Sound, Sand Point, Seattle, Washington, Volume 1 |publisher=[[Naval Facilities Engineering Command|Northwest Naval Facilities Engineering Command]] |oclc=946118453 |chapter=Chapter 4.5: Transportation |page=4{{hyphen}}85 |url=https://books.google.com/books?id=5983AQAAMAAJ |via=Google Books |access-date=October 16, 2016}}</ref> |
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| ⚫ | A major restructure of Northeast Seattle service occurred in 2002 to accommodate the new [[Sound Transit Express]] route 522 from Seattle to [[Woodinville, Washington|Woodinville]] via the [[Washington State Route 522|State Route 522]] corridor. As part of the restructure, route 307 was eliminated and replaced by route 522 as well as increased service on route 41, which was extended to Lake City and given service 7 days a week with frequencies as high as 15 minutes at midday on weekdays.<ref>{{cite news |last=Singer |first=Natalie |date=September 25, 2002 |title=Commuters along for the (new) ride - Changes in bus service affect riders' routines |page=B2 |work=The Seattle Times}}</ref><ref>{{cite web|date=September 10, 2002 |title=Bus Service Improvements Start Saturday, September 28, 2002 |publisher=King County Metro |url=http://transit.metrokc.gov/up/archives/sep02/rider-alert-092002.html | |
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| ⚫ | A major restructure of Northeast Seattle service occurred in 2002 to accommodate the new [[Sound Transit Express]] route 522 from Seattle to [[Woodinville, Washington|Woodinville]] via the [[Washington State Route 522|State Route 522]] corridor. As part of the restructure, route 307 was eliminated and replaced by route 522 as well as increased service on route 41, which was extended to Lake City and given service 7 days a week with frequencies as high as 15 minutes at midday on weekdays.<ref>{{cite news |last=Singer |first=Natalie |date=September 25, 2002 |title=Commuters along for the (new) ride - Changes in bus service affect riders' routines |page=B2 |work=The Seattle Times}}</ref><ref>{{cite web|date=September 10, 2002 |title=Bus Service Improvements Start Saturday, September 28, 2002 |publisher=King County Metro |url=http://transit.metrokc.gov/up/archives/sep02/rider-alert-092002.html |url-status=dead |archive-url=https://web.archive.org/web/20030213000615/http://transit.metrokc.gov/up/archives/sep02/rider-alert-092002.html |archive-date=February 13, 2003 |access-date=October 16, 2016 }}</ref> |
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| ⚫ | Beginning in September 2005, the downtown |
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| ⚫ | Beginning in September 2005, the downtown transit tunnel was closed for renovations to accommodate [[light rail]] service. Route 41, the tunnel's most popular bus route,<ref>{{cite news |last=Gilmore |first=Susan |date=September 23, 2005 |title=Bus tunnel shuts down tonight for 2 years |page=A1 |url=http://community.seattletimes.nwsource.com/archive/?date=20050923&slug=bustunnel23m |work=The Seattle Times |access-date=October 16, 2016}}</ref> was routed onto surface streets within Downtown Seattle, primarily using 3rd Avenue between Jackson and Virginia streets until the tunnel reopened in September 2007.<ref>{{cite news |last=Pryne |first=Eric |date=September 27, 2005 |title=Buses run a little late, riders a little lost with tunnel closed |page=B1 |url=http://www.seattletimes.com/seattle-news/buses-run-a-little-late-riders-a-little-lost-with-tunnel-closed/ |work=The Seattle Times |access-date=October 16, 2016}}</ref><ref>{{cite news |last1=Gilmore |first1=Susan |last2=Lindblom |first2=Mike |date=September 18, 2007 |title=Seattle gets a glimpse of its transit future: Bus tunnel reopens Monday |page=A1 |url=http://community.seattletimes.nwsource.com/archive/?date=20070918&slug=tunnel18m |work=The Seattle Times |access-date=October 16, 2016}}</ref><ref>{{cite web |date=September 2005 |title=Metro Transit Special Rider Alert, September 2005: Bus and Routing changes in numerical order, Routes 1 through 79 |url=http://metro.kingcounty.gov/up/sc/rideralert/ra-092005-rtchanges.html |publisher=King County Metro |access-date=October 16, 2016}}</ref> Buses were permanently removed from the downtown transit tunnel on March 23, 2019, as construction at [[Convention Place station]] had severed access to the north portal.<ref>{{cite news |last=Groover |first=Heidi |date=March 25, 2019 |title=Buses no longer using Seattle's transit tunnel; Monday commutes test new routes |url=https://www.seattletimes.com/seattle-news/transportation/buses-are-out-as-downtown-transit-tunnel-shifts-to-rail-only-monday-commutes-will-test-new-bus-routes/ |work=The Seattle Times |access-date=March 25, 2019}}</ref> Route 41 was relocated onto 3rd Avenue, serving stops near the transit tunnel stations, as well as Olive Way and Stewart Street.<ref>{{cite map |date=March 2019 |title=As of March 23, 2019: Outbound Boarding Locations for Routes 41, 74, 101, 102, 150, 255 and 550 |url=https://kingcounty.gov/~/media/depts/transportation/metro/maps/seattle/03232019/pdf/tunnel-to-street-map.pdf |publisher=King County Metro |access-date=March 25, 2019 |archive-date=March 26, 2019 |archive-url=https://web.archive.org/web/20190326004643/https://kingcounty.gov/~/media/depts/transportation/metro/maps/seattle/03232019/pdf/tunnel-to-street-map.pdf |url-status=dead }}</ref> In July 2019, inbound southbound buses were moved from Stewart Street to Union Street to reduce morning travel times by 10 minutes.<ref>{{cite news |last=Switzer |first=Jeff |date=July 23, 2019 |title=Changes ahead to help Route 41 riders heading to downtown Seattle |url=https://kingcountymetro.blog/2019/07/23/changes-ahead-to-help-route-41-riders-heading-to-downtown-seattle/ |publisher=King County Metro |access-date=September 2, 2019}}</ref> |
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==Future== |
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Route 41 was permanently retired on October 2, 2021, following the extension of Link light rail service to Northgate Transit Center. The express portion was replaced by the [[1 Line (Sound Transit)|Link 1 Line]], while the local portion was replaced by a realignment of Route 75.<ref>{{cite web |date=October 2021 |title=Service Change Starting Saturday, October 2, 2021 |url=https://kingcounty.gov/depts/transportation/metro/schedules-maps/service-change.aspx |publisher=King County Metro |access-date=October 2, 2021}}</ref><ref>{{cite web |date=January 2020 |title=North Link Connections Mobility Project |url=https://kingcounty.gov/depts/transportation/metro/programs-projects/fares-routes-and-service/north-link-connections.aspx |publisher=King County Metro |access-date=April 8, 2020}}</ref> |
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The upcoming closure of the [[Downtown Seattle Transit Tunnel]] to buses in 2019, forced by expanded [[Link light rail]] service as well as construction of an addition to the [[Washington State Convention Center]] at [[Convention Place station]], will move route 41 to surface streets.<ref>{{cite news |last=Bhatt |first=Sanjay |date=November 18, 2015 |title=King County Metro, convention center reach $147M deal on site’s sale |url=http://www.seattletimes.com/business/real-estate/king-county-metro-convention-center-reach-147m-deal-on-sites-sale/ |work=The Seattle Times |accessdate=October 16, 2016}}</ref> In 2021, [[Sound Transit]] plans to begin operating Link light rail service to Northgate Transit Center as part of the [[Northgate Link Extension]] project.<ref>{{cite web |date=May 2016 |title=Northgate Link Extension |url=http://www.soundtransit.org/sites/default/files/project-documents/BRO_Northgate%20Link%20folio_0516.pdf |publisher=[[Sound Transit]] |accessdate=October 16, 2016}}</ref> At that time, Metro plans to discontinue route 41 entirely and replace east–west service to Lake City with route 75.<ref>{{cite report |date=September 2011 |title=North Corridor Transit Project Alternatives Analysis Report and SEPA Addendum |chapter=Chapter 4: Detailed Definition of Level 2 Alternatives |page=4-2 |chapterurl=http://www.soundtransit.org/sites/default/files/documents/pdf/projects/north_hct/aa_2011_09/ch4_detailed_definition_level_2_alternatives.pdf |publisher=Sound Transit |accessdate=October 16, 2016}}</ref> |
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==References== |
==References== |
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{{Attached KML}} |
{{Attached KML}} |
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{{reflist |
{{reflist}} |
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[[Category:Bus routes in the United States]] |
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[[Category:King County Metro]] |
[[Category:King County Metro]] |
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[[Category:King County Metro bus routes]] |
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Latest revision as of 02:56, 13 September 2024
| Route 41 | ||||||
|---|---|---|---|---|---|---|
 A Northgate-bound bus at University Street in the Downtown Seattle Transit Tunnel | ||||||
| Overview | ||||||
| System | King County Metro | |||||
| Status | Deleted | |||||
| Began service | September 8, 1970 | |||||
| Ended service | October 2, 2021 | |||||
| Route | ||||||
| Route type | Express | |||||
| Locale | Seattle, Washington, U.S. | |||||
| Start | Downtown Seattle | |||||
| Via | Northgate Transit Center | |||||
| End | Lake City | |||||
| Service | ||||||
| Frequency | 6–15 minutes | |||||
| Weekend frequency | 15–20 minutes | |||||
| Ridership | 10,000 (weekdays, spring 2015) | |||||
| Timetable | King County Metro | |||||
| ||||||
Route 41 was an express bus route operated by King County Metro in Seattle, Washington, United States. It connected Lake City and Northgate to Downtown Seattle, with non-stop service on Interstate 5 south of Northgate Transit Center.
The route was created in 1970 by the city-run Seattle Transit System as the 41 Blue Streak, the first in a series of express bus services in North Seattle using the Interstate 5 express lanes. It was transferred to Metro in 1973 and dropped the "Blue Streak" branding in 1978.
Route 41 was moved to the downtown transit tunnel in 1991, and expanded into an all-day route in 2002. It became one of the busiest routes operated by King County Metro, with over 10,000 daily riders. The service was moved out of the downtown tunnel in 2019 and was retired on October 2, 2021, with the opening of Link light rail service to Northgate.
Route
[edit]Route 41 began in the Chinatown–International District neighborhood at the south end of Downtown Seattle, serving a pair of stops near International District/Chinatown station and King Street Station. The bus route traveled through Downtown Seattle on 3rd Avenue, the main transit corridor for the city, and turned east onto Olive Way near the Westlake Center. Inbound buses ran on Union Street, while outbound buses used Olive Way to reach Interstate 5, with northbound access to a direct ramp on Howell Street to the express lanes during certain times of the day. Route 41 traveled non-stop on Interstate 5 for 6 miles (9.7 km) to the Northgate Transit Center, a major bus station in North Seattle near the Northgate Mall; buses stopped at bays 2 and 5 for northbound and southbound trips, respectively.[1] From the transit center, route 41 continued north on 5th Avenue Northeast past the Northgate Mall, and turned east onto Northeast 125th Street in Pinehurst. Buses make local stops through the mostly residential area, which gives way to the Lake City commercial center. Route 41 then turned north onto Lake City Way and terminated at Northeast 130th Street.[2][3]
Route 41 ran at a frequency of 6 minutes during peak hours on weekdays, and 15 to 20 minutes at other times. Some trips were truncated to Northgate instead of serving Lake City.[2] In spring 2015, Metro estimated that 10,000 daily riders used route 41 on weekdays.[4]
Connections
[edit]Route 41 was the trunk service for North Seattle, connecting with local buses at Northgate Transit Center and in Lake City.
History
[edit]Blue Streak
[edit]The construction and completion of Interstate 5 through North Seattle spurred considerable suburban development in the 1950s. Northgate and Lake City were annexed into the city of Seattle in 1954,[5] and the city-run Seattle Transit System expanded bus service into the area. The new service included a shuttle that ran at a significant loss for several years before being cancelled in the late 1950s.[6] A second attempt at serving the north end with bus service was launched in 1963,[7] with existing routes extended north towards Northgate and Lake City later that year.[8]
Increasing congestion on Interstate 5 and declining bus ridership led city officials to propose a rapid transit service using the freeway's reversible express lanes. In 1966, the federal government approved planning of an express bus service, named "Blue Streak" by Seattle Transit, that would use the express lanes between Northeast 110th Street and Cherry Street in Downtown Seattle.[9][10]
The Department of Housing and Urban Development (HUD) awarded $1.03 million (equivalent to $6.89 million in 2023 dollars)[11] in January 1968 to Seattle Transit to develop the Blue Streak project,[12] but the launch was delayed by a shortage in suitable buses.[13] In May, HUD awarded a further $2.39 million (equivalent to $16 million in 2023 dollars)[11] to purchase 70 diesel buses, which were delivered in November.[14][15]
The continued financial problems with Seattle Transit put the Blue Streak program in jeopardy, leading to calls to suspend the program before it launched.[16] Service was originally slated to begin in 1968, and delays led to the federal government establishing a deadline in early 1969 for a city decision on whether to move forward.[17] A park and ride lot in Northgate was secured in August 1969, settling the demands of the federal government.[18] The United States Department of Transportation approved $2 million (equivalent to $13.4 million in 2023 dollars)[11] in operating funds for Blue Streak in January 1970, providing two-thirds of the system's operating budget for the first two years of service.[19]
Blue Streak service on Route 41 began on September 8, 1970, traveling on local streets between Sand Point, Lake City and Northgate Mall, and proceeding onto Interstate 5 non-stop to Downtown Seattle. Blue Streak buses were given exclusive use of the Columbia and Cherry ramps on the Interstate 5 reversible express lanes, as well as a bus-only lane on 5th Avenue.[20] Buses traveled primarily on 3rd Avenue through Downtown, heading northbound during morning inbound trips and southbound during afternoon outbound trips towards Northgate.[21] Buses ran at a frequency of 7 to 15 minutes from 7 a.m. to 7 p.m. on weekdays and Saturdays.[22] The trip between Northgate and downtown took an average of 15 minutes, and took near-full busloads on the first day.[23] The 22 buses on Blue Streak service were initially colored red, but were later repainted blue to match the branding.[17]
US Secretary of Transportation John A. Volpe praised the Blue Streak system during a speech on opening day, calling the express buses "an example [of] imaginative, innovative use of existing transportation facilities and equipment".[24] The Blue Streak experiment attracted interest from mass transit advocates and officials from across the nation.[25] The Blue Streak system was expanded to other routes in the 1970s and served as the model for modern park-and-ride express service in the Seattle metropolitan area and across the United States.[26] In its first year of service, Blue Streak routes increased ridership in North Seattle amid an overall decline in Seattle Transit ridership.[27]
Seattle Transit general manager Lloyd Garber said that demand for parking was higher than expected and that it was too early to analyze ridership;[23] after the first week of service, Seattle Transit began surveying riders to determine whether motorists had been lured by the new service.[28] The study determined that 75 percent of surveyed patrons had switched from their personal automobiles, and that Blue Streak was responsible for a decrease of 400 vehicles on Interstate 5 at rush hour.[29] By late October, demand at the Northgate park and ride prompted the State Highway Department to offer funding for an auxiliary lot.[30]
Seattle Transit cancelled Saturday service on the Blue Streak routes in March 1971, citing low patronage and the near-empty parking lot at Northgate.[31]
Metro Transit
[edit]After a countywide public transit system was approved by voters on September 19, 1972,[32] bus service within Seattle was transferred from the Seattle Transit System to the Municipality of Metropolitan Seattle (Metro) on January 1, 1973.[33] As part of the changeover, the leased Blue Streak parking lot was acquired by Metro using funds from the Urban Mass Transit Administration.[34][35] As part of a system renumbering in January 1978, Metro eliminated the "Blue Streak" branding on routes, creating the modern route 41.[36]
Route 41 was chosen as one of the initial routes to be routed through the downtown transit tunnel in Downtown Seattle, but due to a delay in the production of special dual-mode buses for the tunnel, route 41 was not moved into the tunnel until 1991.[37][38] Route 41 ran primarily during peak hours, with some limited midday service, and was supplemented by route 307, which ran from Downtown Seattle to Northgate and Bothell on weekends and nights.[39] The northern terminus of route 41 was moved from Magnuson Park to 5th Avenue NE and NE 125th Street in 1997, eliminating service to Sand Point and Lake City.[40]
A major restructure of Northeast Seattle service occurred in 2002 to accommodate the new Sound Transit Express route 522 from Seattle to Woodinville via the State Route 522 corridor. As part of the restructure, route 307 was eliminated and replaced by route 522 as well as increased service on route 41, which was extended to Lake City and given service 7 days a week with frequencies as high as 15 minutes at midday on weekdays.[41][42]
Beginning in September 2005, the downtown transit tunnel was closed for renovations to accommodate light rail service. Route 41, the tunnel's most popular bus route,[43] was routed onto surface streets within Downtown Seattle, primarily using 3rd Avenue between Jackson and Virginia streets until the tunnel reopened in September 2007.[44][45][46] Buses were permanently removed from the downtown transit tunnel on March 23, 2019, as construction at Convention Place station had severed access to the north portal.[47] Route 41 was relocated onto 3rd Avenue, serving stops near the transit tunnel stations, as well as Olive Way and Stewart Street.[48] In July 2019, inbound southbound buses were moved from Stewart Street to Union Street to reduce morning travel times by 10 minutes.[49]
Route 41 was permanently retired on October 2, 2021, following the extension of Link light rail service to Northgate Transit Center. The express portion was replaced by the Link 1 Line, while the local portion was replaced by a realignment of Route 75.[50][51]
References
[edit]KML is not from Wikidata
- ^ "Northgate Transit Center Boarding Locations". King County Metro. Retrieved October 16, 2016.
- ^ a b c d "Route 41: Lake City, Northgate Transit Center, Downtown Seattle" (PDF). King County Metro. March 23, 2019. Retrieved March 25, 2019.
- ^ a b Metro Transit System: Northwest Area (Map). King County Metro. March 2019. Retrieved March 25, 2019.
- ^ "Appendix F: Route-level Ridership (weekday average, spring 2014 and spring 2015)" (PDF). King County Metro Transit 2015 Service Guidelines Report (Report). King County Metro. October 2015. p. A-19. Retrieved October 16, 2016.
- ^ Wilma, David (October 12, 2005). "Seattle annexes the area north of N 85th Street to N 145th Street on January 4, 1954". HistoryLink. Retrieved October 16, 2016.
- ^ "Transit Shuttle Shows Loss On North End Run". The Seattle Times. July 5, 1953. p. 15.
- ^ "Bus-Service News Cheered In North End". The Seattle Times. March 6, 1963. p. 4.
- ^ Moody, Dick (June 24, 1963). "Service Begins On 2 Transit Extensions". The Seattle Times. p. 18.
- ^ "Rapid Transit on the Freeway". The Seattle Times. October 25, 1966. p. 10.
- ^ Robinson, Herb (April 28, 1967). "Blue-Streak Bus Plan Is Immobile". The Seattle Times. p. 1A.
- ^ a b c Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
- ^ Coffman, Larry (January 3, 1968). "Transit Gets $1 Million For 'Blue Streak' Study". The Seattle Times. p. 1.
- ^ Coffman, Larry (February 21, 1968). "Blue Streak Project Is Sidetracked By Lack of Buses". The Seattle Times. p. 35.
- ^ Coffman, Larry (May 20, 1968). "Federal Grant Paves Way for 'Blue Streak'". The Seattle Times. p. 1.
- ^ Lane, Bob (December 11, 1968). "$2.7 Million Transit Deficit Forecast for 1969, Despite $800,000 Subsidy". The Seattle Times. p. 21.
- ^ Lane, Bob (June 10, 1969). "Transit Express System Now Appears Doubtful". The Seattle Times. p. 1.
- ^ a b Lane, Bob (September 7, 1970). "Blue Streak: Money problems, indecision among delaying factors". The Seattle Times. p. A9.
- ^ Lane, Bob (August 6, 1969). "Transit System OK's Parking Site For Express Buses". The Seattle Times. p. 71.
- ^ "Another Form of Rapid Transit". The Seattle Times. January 19, 1970. p. A12.
- ^ Lane, Bob (August 30, 1970). "September 9: Blue Streak buses roll soon". The Seattle Times. p. A11.
- ^ Lane, Bob (September 6, 1970). "Blue Streak: It begins Wednesday". The Seattle Times. p. D1.
- ^ "Streak to the shops". The Seattle Times. October 1, 1970. p. G2.
- ^ a b Lane, Bob (September 9, 1970). "Blue Streak: Week is needed to judge express patronage". The Seattle Times. p. H3.
- ^ "Volpe praises Blue Streak". The Seattle Times. September 9, 1970. p. A14.
- ^ Lane, Bob (November 9, 1970). "Transit men visit city to study Blue Streak". The Seattle Times. p. A14.
- ^ "Milestones—The 1970s". King County Metro. Retrieved October 16, 2016.
- ^ Lane, Bob (September 21, 1971). "Patronage on Blue Streak increases". The Seattle Times. p. A6.
- ^ Lane, Bob (September 17, 1970). "Blue Streak: Transit cautious on success". The Seattle Times. p. B1.
- ^ Barr, Robert A. (November 23, 1970). "State may pay for more Blue Streak parking". The Seattle Times. p. D8.
- ^ "States seeks to bolster Blue Streak". The Seattle Times. October 28, 1970. p. E12.
- ^ "Blue Streak buses won't run Saturdays". The Seattle Times. March 19, 1971. p. A4.
- ^ Crowley, Walt (January 1, 2000). "King County voters approve creation of Metro Transit on September 19, 1972". HistoryLink. Retrieved October 16, 2016.
- ^ Lane, Bob (January 1, 1973). "Out with old, in with Metro Transit". The Seattle Times. p. A1.
- ^ "Metro OK's contracts with two transit lines". The Seattle Times. December 8, 1972. p. E7.
- ^ "Seattle given funds to buy transit lot". The Seattle Times. December 29, 1972. p. B5.
- ^ Lane, Bob (January 18, 1978). "Signs of change for Metro buses". The Seattle Times. p. E12.
- ^ Metro Transit System Map (Map). King County Metro. September 1991. OCLC 26737935.
- ^ Lane, Bob (April 4, 1990). "Production of tunnel buses behind schedule". The Seattle Times. p. D3. Retrieved October 16, 2016.
- ^ Fleming, Leonard N. (June 5, 1992). "Bus changes coming to north end". The Seattle Times. p. E4.
- ^ "Chapter 4.5: Transportation". Final Environmental Impact Statement: Reuse of Naval Station Puget Sound, Sand Point, Seattle, Washington, Volume 1. Northwest Naval Facilities Engineering Command. October 1997. p. 4-85. OCLC 946118453. Retrieved October 16, 2016 – via Google Books.
- ^ Singer, Natalie (September 25, 2002). "Commuters along for the (new) ride - Changes in bus service affect riders' routines". The Seattle Times. p. B2.
- ^ "Bus Service Improvements Start Saturday, September 28, 2002". King County Metro. September 10, 2002. Archived from the original on February 13, 2003. Retrieved October 16, 2016.
- ^ Gilmore, Susan (September 23, 2005). "Bus tunnel shuts down tonight for 2 years". The Seattle Times. p. A1. Retrieved October 16, 2016.
- ^ Pryne, Eric (September 27, 2005). "Buses run a little late, riders a little lost with tunnel closed". The Seattle Times. p. B1. Retrieved October 16, 2016.
- ^ Gilmore, Susan; Lindblom, Mike (September 18, 2007). "Seattle gets a glimpse of its transit future: Bus tunnel reopens Monday". The Seattle Times. p. A1. Retrieved October 16, 2016.
- ^ "Metro Transit Special Rider Alert, September 2005: Bus and Routing changes in numerical order, Routes 1 through 79". King County Metro. September 2005. Retrieved October 16, 2016.
- ^ Groover, Heidi (March 25, 2019). "Buses no longer using Seattle's transit tunnel; Monday commutes test new routes". The Seattle Times. Retrieved March 25, 2019.
- ^ As of March 23, 2019: Outbound Boarding Locations for Routes 41, 74, 101, 102, 150, 255 and 550 (PDF) (Map). King County Metro. March 2019. Archived from the original (PDF) on March 26, 2019. Retrieved March 25, 2019.
- ^ Switzer, Jeff (July 23, 2019). "Changes ahead to help Route 41 riders heading to downtown Seattle". King County Metro. Retrieved September 2, 2019.
- ^ "Service Change Starting Saturday, October 2, 2021". King County Metro. October 2021. Retrieved October 2, 2021.
- ^ "North Link Connections Mobility Project". King County Metro. January 2020. Retrieved April 8, 2020.