One of the most highly anticipated spot improvements for a King County Metro bus route has long been the idea of a Denny Way bus lane. Any way for Route 8, perpetually mired in peak commute traffic, to get past Denny Way’s bumper-to-bumper traffic queuing to get on I-5 and onto the overpass to Capitol Hill would impact the lives on thousands of bus riders every single day.

In early 2016, we reported that King County Metro Transit and Seattle Department of Transportation (SDOT) were working together on a number of options to allow space for a bus-only lane eastbound on Denny Way for the 8 between Fairview Ave and Stewart Street. After a mixup between SDOT and Seattle City light (currently constructing a massive electrical substation on the north side of Denny Way at Minor Avenue) that misreported the installation time of the bus lane as late last year, we can now report that the bus lane is on track to be installed this summer, in late June or early July, according to Metro.

Concept design that matches what will be installed this summer (Graphic by Scott Bonjukian)

The final design for the bus lane repurposes one of the two lanes currently carrying westbound traffic on Denny as an eastbound lane, making space for a center bus lane. At Fairview, traffic to Capitol Hill will enter the far left lane, and traffic queuing onto I-5 will stay in the current curb lane, leaving the center lane for buses. Because there is only one lane of traffic heading straight westbound from the Denny overpass, and one turn lane coming off Stewart Street, the two lanes on Denny westbound are always under capacity. The bus lane will see a lot of traffic: during peak hours the 8 comes every 10 minutes. Currently the bus experiences extreme bunching due to congestion along Denny.

However, because the traffic getting to I-5 regularly becomes stop-and-go long before Fairview, usually backing up all the way to Westlake Ave, the bus lane may not have the revolutionary effect on 8 reliability that many hope for. Because the 8 has a stop directly before the light at Fairview, the coach must be in the curb lane all the way to the intersection. One possible way to speed up the 8 even more would be to somehow allow the bus immediately into the left lane after stopping at Westlake Ave. Eliminating the stop at Fairview is not an option–the stop is a highly-used one and will become an even more important connection with the addition of a RapidRide route along Fairview as part of the planned Eastlake-Roosevelt line. But if a transit island could be installed in place of one of the lanes at Fairview, unneeded because again there aren’t two lanes of traffic on the other side of the intersection, then the bus could stop in-lane but be lined up to get into the bus lane after the intersection. A diagram of how this could work is below.

Possible transit island at Fairview to prevent lane changes on Denny Way (Google Maps/Ryan Packer)

An outlandish solution perhaps, but one worth considering if we are serious about maintaining reliability and getting bang-for-our-buck on a route that has 80+ trips per day on a corridor where demand will only grow. Converting the 8 itself into a RapidRide line is not on Metro’s immediate plans, but is in its long-range plan as a goal by 2040, at which point Metro envisions the 8 using Fairview to get to the bus corridor created on Harrison Street to connect to the planned South Lake Union at what is now Aurora Avenue.

Another way to speed up the 8 during its most bogged-down portion is something that was considered for another project: the Westlake Ave transit lanes. At Denny and Westlake, SDOT and Metro originally proposed eliminating right turns from Westlake onto Denny to keep vehicles out of the transit lane, used by the South Lake Union streetcar, the RapidRide C, and the Route 40. In order to accommodate this, improvements would have had to have been made to the Westlake and Lenora intersection to provide drivers another way to get to I-5, otherwise everyone would be forced onto Mercer Street. This change was ultimately not implemented with the changes to Westlake to provide dedicated transit lanes. Instead at Denny and Westlake, a right turn arrow prioritizes vehicles to turn out of the transit lane. Frequently this results in light cycles where no vehicles turn right yet the dozens of pedestrians at what is likely South Lake Union’s busiest intersection for people walking hold for 15 seconds before getting a walk signal.

The traffic study performed on the elimination of right turns suggested maintaining right turns onto Denny, coupled with diversion from the Westlake lanes themselves, would lead to delays for the 8, as outlined in the chart below.

Option B maintained turns at Denny Way, and was expected to impact travel times for the 8 as a result. (City of Seattle, emphasis mine)

Along the path of the Denny bus lane, improvements are also on the way for pedestrians on the corridor. Before or at the same time the bus lane is being installed, Seattle City Light is set to work with SDOT to install a pedestrian signal and a crosswalk across Denny Way at Minor Avenue, at the southwest corner of its new substation. This improvement was part of the public benefits package that accompanied the city’s vacation of Pontius Ave, where the substation is currently being constructed. The reconnection of the street grid at an impossible-to-cross location currently will provide a big win to people using Denny Way on foot. The substation is also planning on significantly widening the sidewalks along the Denny Way frontage, though Seattle City Light planners didn’t seem to worry about pedestrian comfort during the two-year construction phase, including a brief period last year where, due to construction across the street, both sidewalks between Minor and Stewart were closed at the same time.

Elsewhere along the 8 route, SDOT is also installing bus bulbs at several stops in Capitol Hill, in coordination with an Neighborhood Street Fund grant that will be improving intersections along the entire John Street and Thomas Street corridor between Broadway and 23rd Ave.

Significantly, this will have a ripple effect on pedestrian safety through a busy part of the corridor, E Olive Way between Denny and Broadway. E Olive Way is technically two lanes each way at this stretch, despite a pedestrian crossing at Boylston where it narrows to one. As a result, drivers speed frequently and do regularly do not yield at unmarked crosswalks in this very dense section of Capitol Hill. With the installation of a curb bulb for the eastbound 8 at Summit Ave, the project website states, “when the project is complete, eastbound E Olive Way will be permanently reduced to one lane in this segment of road.” A de facto road diet will allow speed up one of Seattle’s most important buses. Win/win.

Incrementally, spot improvements are making things easier on this essential route connecting the city’s cultural centers together. Unfortunately, many of the improvements are simply nibbling at the edges to avoid serious impact to the lives of people driving alone. With the needs of so many people competing for the same stretch of street, soon there won’t be easy choices left to make.

A Plan To Fix The Perpetually Late Route 8

We hope you loved this article. If so, please consider subscribing or donating. The Urbanist is a 501(c)(4) nonprofit that depends on donations from readers like you.

Ryan Packer lives in the Summit Slope neighborhood of Capitol Hill and has been writing for the blog since 2015. They report on multimodal transportation issues, #VisionZero, preservation, and local politics. They believe in using Seattle's history to help attain the vibrant, diverse city that we all wish to inhabit. In December 2020, Ryan started a three-month stint as editor of Seattle Bike Blog.

Inline Feedbacks
View all comments

We don’t need to wait for the 8 to become RapidRide before sending it over to Harrison. The only thing we are waiting for is the SR 99 project. Once that is done, it would be easy to take the lanes, and send a bus over on Harrison. That itself would eliminate much of the congestion problem, and make for a better connection with the 70 (soon to be Roosevelt RapidRide). The stops on Fairview for the Roosevelt RapidRide are on the right side, so they could be shared. That makes for an even better, easier connection to these two bus routes.

You can encounter problems with an off board payment bus like the Roosevelt RapidRide and a regular bus (like the 8) in that the regular bus can slow down the off board bus. But that is only for one stop, and the benefits outweigh the harm. I could also see the 8 having off board payment for part of its route, just as buses on Third Avenue will soon have off board payment (for that part of their trip). It would be silly to wait twenty years for something that could be implemented in two. The SR 99 project is nearing completion — time to start thinking about the good things it will bring (like the chance for a busway across Aurora between Denny and Mercer).


How are we supposed to get from Belltown to Capitol Hill after this change?

SLU is getting 2 light rail stations, a streetcar, a host of rapid rides. Belltown, where more people live, is losing its major east/west bus line.


Where exactly are you trying to go? Let’s say you are trying to get from 3rd and Bell up to 15th and Thomas. In that case you do much the same thing you do now. You catch the E, ride it up the street and transfer to the 8. When traffic is a problem, the trip is actually faster. When not, the trip is slower.

Just to be clear, i agree that Belltown is getting hosed. The Ballard line should have been through Belltown, not South Lake Union. You can see now how folks are fretting over station placement that is the result of the sudden turn necessary to serve South Lake Union and Lower Queen Anne. There wouldn’t be a controversy over Belltown station placement because the curve through town would be gentler.

But I digress. First of all, I wouldn’t abandon most of Denny. Metro wouldn’t either. In their long range plans they call for a bus along the current 8 route (from Queen Avenue and Mercer, south to Denny and then east) but instead of continuing on Denny, it would cut over to Boren, go by the hospitals, and then maybe end at Mount Baker. Doing so would provide a very nice option for getting to the top of the First Hill. So basically, you have something that at least initially resembles the old 8 from the top of the Seattle Center over to Boren, then south on Boren all the way to Franklin High School.

Of course you could always reverse it. Keep the 8 as is, but send this new bus on Fairview to Harrison, then over Aurora (on Harrison) then around the Seattle Center. The advantage of moving the 8 is that it avoids the traffic. When it is bad on Denny, it is just as bad on Boren. So the new bus is fine most of the day, but a mess during rush hour, while the new 8 run quite smoothly.


I don’t transfer. My workplace is directly on Denny, so I can take the 8 straight east from there to capitol hill.

The current 8 has high ridership despite being slow because the route itself is basically a platonic ideal. It goes directly in a perfectly straight line that threads through the highest density neighborhoods (Belltown and Capitol Hill) and through the 2nd highest density employment area (SLU). Most people don’t need to transfer at all to use the 8.

The routes in the long range plan all force a bunch of totally unnecessary transfers on the theory that it will be faster to take a different corridor… but realistically, bus transfers are so slow you aren’t saving any time.


A center running bus similar to the designs for madison ave rapid ride would be great here…

Metro’s long range plan doesn’t make much sense to me. They are making a big detour to get to the harrison light rail stop through a kind of out of the way corridor with a 2 lane road. Meanwhile, Harrison will be an onramp/offramp to 99, so will probably be quite busy.

Denny may actually go a little faster since not ALL traffic going to aurora will be crossing denny at the same spot.

Really, there needs to be some major surgery on Denny to make it center running and to take a lane for transit all the way from the science center to the bridge.

Unless there is some plan to widen Harrison and add bus lanes? Is that possible?


>> Meanwhile, Harrison will be an onramp/offramp to 99, so will probably be quite busy.

No, that’s not how it will work. Harrison will cross Aurora. SR 99 will be in a tunnel underneath it. It makes sense to convert either Harrison or Thomas into a transit street, and SDOT chose Harrison. It won’t be that busy, since there will be no easy way to get to Aurora from there, which is why it makes sense to just take a lane for transit.