Sunday, 9 August, 2020

A Disease You Wanted to Catch


Picture 9


Northbound Aurora at 100th. Leaning into the front door:

“Hey, did you see a, I left a wallet a couple hours ago…?”
“Uhh,” I said.

I look around on the dash. This coach has been out all day, already operated on for eight hours by another operator. We have an agreement where she leaves her lost and found items with me, instead of her taking them back to base. It doesn’t affect the process of the items’ transit to the Lost and Found Office, but it does give the items several more hours to remain on the road. I prefer this because you never know who might be out there, bus-hunting, trying to find their lost item. Lost items take 24 hours to show up in the Lost and Found Office, and sometimes that’s too long.

I do have a lost wallet today. It’s an unusual one- huge, black, really big, with a lot of pockets.
“Describe it to me.”
“Um, it’s big, it’s really big, black, with a lot of pockets.”

“I got you!” I said, smiling, handing him the goods. He made a wordless exclamation of joy, his once anxious face instantly transformed into a radiating, glowing orb. I felt thrilled just to be giving it to him, but I knew my excitement was no match for what he must have felt. He stayed on board, going home, his gratitude spilling out on everyone around him.

“I thought I had lost my wallet,” he blurted out to anyone who would listen, and to quite a few more who wouldn’t. “I’d lost it, I’d asked I don’t know how many drivers, standing out here for hours and all of the sudden, he’s got it! He had it! I found it!”

The others shuffled around him. A few commuters listened, but for the rest his praises fell on deaf ears. He didn’t care. He had the glow. I smiled, watching him in my mirror, a spirit awakened, vivified out of despair. Happiness poured forth from him like a living organism, omniscient and spreading, a disease you wanted to catch. He’d been swimming for too long, grasping in the dark for air, and now he was on dry land.

Read more work by Nathan at

Mukilteo’s Unique Opportunity


MV Cathlamet - Washington State Ferries
Departing the Mukilteo terminal. Photo by the author.

Located just southwest of Everett, the city of Mukilteo boasts excellent urban amenities, many transportation options, and impressive views of Possession Sound and Mount Baker. The city’s location along the shore of Puget Sound makes it a natural crossroads for rail, sea, and road transportation.

The Washington State Department of Transportation (WSDOT) is planning to replace Mukilteo’s aging and congested ferry terminal with a new multimodal facility. The new terminal will be built adjacent to the existing one, on a large parcel that was formerly used by the military. To complement this project, Sound Transit will also expand the Mukilteo Sounder station by adding a second platform. After construction is complete, the old terminal will be removed.

Together, these projects present a unique opportunity for Mukilteo. The new terminal will significantly improve pedestrian access to trains, buses, and ferries. Meanwhile, the removal of the old terminal will leave behind a huge amount of land in an area with beautiful views and abundant transit access. By designating this area for transit-oriented development, Mukilteo could create a vibrant neighborhood, enriching the lives of residents, workers, and tourists alike.

Planned Improvements

While WSDOT’s future ferry terminal site is currently nothing more than a sea of parking, it will see a major transformation over the next few years.

Currently, the Mukilteo Sounder station only has a single platform, on the north side of the tracks. This creates scheduling bottlenecks, since all trains with a stop in Mukilteo must use a single track. For this reason, no Amtrak trains currently stop at Mukilteo. Sound Transit is in the process of building a second platform on the south side of the tracks. A pedestrian bridge from the south platform will connect passengers to the north platform. When complete, trains stopping at Mukilteo will no longer have to cross over to the north track. This will improve reliability, simplify scheduling, and potentially allow Sound Transit or Amtrak to increase service to Mukilteo Station.

The Mukilteo ferry terminal is currently served by two half-hourly all-day routes, and peak-only routes to Boeing, downtown Seattle, and the University of Washington. Community Transit will be building a new transit center adjacent to the Sounder station and the new ferry terminal. With the addition of much-needed layover space, Community Transit will be able to run more buses to and from the waterfront.

There are also many other improvements:

  • Walk-on ferry riders will have a new terminal entry that leads directly to the passenger level, a significant accessibility improvement from today.
  • An additional tollbooth will reduce ferry backups on the Mukilteo Speedway.
  • A new waterfront promenade will create public space for residents and visitors.
  • More parking for Sounder riders will be added.

Reclaiming The Waterfront

When WSDOT vacates the existing ferry terminal, they will leave behind many acres of land. Mukilteo should seize the opportunity to build a new transit-oriented neighborhood.

There are many parcels that are well placed for redevelopment, including the existing Ivar’s site and the old ferry holding lanes. There are also a handful of possible sites nestled inside the new terminal, including a parcel east of the new stormwater treatment facility, and another east of NOAA.

Buildings could be as tall as four stories without obstructing the view from houses up on the bluff. With ground-floor retail, and three residential floors, this could provide Mukilteo with about 400 housing units and a vibrant commercial district.

A few other minor changes could further improve safety and mobility for the new neighborhood:

  • A sky bridge across the train tracks, connecting the terminal to Prospect Avenue, would improve access to both Sounder platforms, and would provide a convenient connection between Upper Mukilteo, Sounder, the waterfront, and the ferries.
  • There is currently just one at-grade railroad crossing in Mukilteo, just where the Boeing spur meets the BNSF mainline. Replacing the crossing with a grade-separated bridge would improve safety and reduce train delays.


It’s not every day that an important port city opens up acres of prime coastal land. Mukilteo has a once-in-a-lifetime chance to revitalize their waterfront and create a transit-oriented neighborhood. Let’s make sure that it doesn’t pass up this opportunity.

Sunday Video: Creating Functional Streets for Livable Cities


Bicycle Culture by Design from  on YouTube.

Mikael Colville-Andersen of Copenhagenize Design Co. gives us a brief history of our streets and suggests how we can design more functional streets for livable cities.

What We’re Reading: Transit Ridership, Road Safety, Elevators

C-P chart

Apparently, transit is popular: In 2013, Americans made almost 10.7 billion public transit trips. Around the country, transit agencies are taking note. In San Francisco, Muni plans to increase service by 10%. Closer to home, Community Transit will increase service by 20% over the next 6 years.

Apparently, driving is not: The USDOT’s travel demand estimates are still abysmally wrong. Traffic on the Alaskan Way Viaduct is collapsing. And the viaduct itself might collapse any day now. In the words of Dominic Holden, “tear down the damn viaduct already!

Not just for cars: Self-driving buses could change the way we think about transit.

The sharing economy: What could be better than sharing a car trip with a stranger? How about sharing it with two strangers?

Unsung heroes: The Seattle DOT is making SW Roxbury Street safer, and building neighborhood greenways in Lake City and the U-District.

Too big to climb: Before there were elevators, there were mid-rise buildings. Over at Planetizen, Robert Freedman argues that “cheek-to-jowl” mid-rise construction is still an excellent way to provide density at a human scale.

A Dishonest Moratorium On Providing More Housing


A number of local neighborhood groups have banded together to push their agenda of preventing more housing. They are using the misleading name, Coalition for an Affordable and Livable Seattle (CALS). They intend to provide a petition to the mayor at the Seattle Neighborhood Summit and there is a very real risk that they will have a disproportionate voice when it comes to decisions made about housing in Seattle. Erica Barnett at PubliCola does a great job summarizing their petition.

The group is calling for six changes that all sound nice (and in fact some should be discussed) but are a dishonest attempt to prevent more housing. Some of the supporters in these groups are my neighbors and I sympathize with their concerns about changing neighborhoods. There is a serious discussion to be had about the future of Seattle and how to manage change. I would very much like these neighbors to participate in that discussion, but only if they are willing to engage the problems we are facing honestly.

Priorities and Values

CALS’ priorities and values do not match Seattle’s priorities and values. They believe there should be a moratorium on housing if their demands are not met:

Until they are adopted [their list of demands] we call on our newly elected Mayor and City Council to exercise their emergency powers and impose an immediate moratorium on further upzones.

This moratorium should also place a hold on issuance of residential permits (their emphasis)

Their call for a moratorium would only be in some neighborhoods, effectively making it impossible for anyone new to move there or for non-profit developers to build more affordable housing. This makes it clear that preventing “out of scale” development (one of their demands) is a higher priority than ensuring everyone has shelter and is welcome in every neighborhood. As we’ve stated previously, providing enough housing is often considered secondary to other concerns, including the aesthetics of neighborhoods. This reversal is extremely detrimental to important priorities, like lowering housing costs and ending homelessness. It should seem obvious to most people that affordable access to housing should be more important than aesthetics. If you agree, you might be asking, “how does a moratorium affect housing access?” This graph should help answer that question: 

The Urbanist Case for $15/Hour


Over the past year, there has been a growing faction in Seattle that believes the minimum wage should be higher — much higher. The amount is $15/hour, a 60% increase from Washington State’s current $9.19 (which is already the highest state minimum wage in the nation). The “instigator” is Kshama Sawant, an economics professor at Seattle Central Community College, and a Socialist Alternative politician who is now a member of the Seattle City Council. Once a niche movement, the campaign for $15/hour has taken on a life of its own. Even Mayor Ed Murray has pledged support for phasing in a higher minimum wage.

Whenever you propose to increase the minimum wage, someone will cry foul. Local perennial candidate Goodspaceguy frequently opines about the “job destroying minimum wage”. Closer to Earth, small business owners fear that a higher minimum wage will make it harder for them to stay in business. Do these criticisms have merit? Can we really legislate our way to a living wage? And why should urbanists care one way or the other?

Everyone deserves a place to live

In some ways, life has become cheaper over the past 100 years. In other ways, it has become more expensive. In 1900, the average household spent 57% of their income on food (43%) and clothing (14%), and 23% on housing. In 2003, 17% went to food and clothing, and 33% to housing. A century ago, if a household needed to save money, they would probably figure out a way to consume less food. Today, such a household would be forced to move to a cheaper home.

Compounding the issue, the average household today spends much more money on motorized transportation than the average household did 100 years ago. On a per-mile basis, motorized transportation is cheaper than it has ever been. But over the past century, urban design has significantly increased the number of miles that the average person must travel to go about their life. Commutes, errands, and leisure trips are longer than they have ever been. If a worker must own a car to get to her job, then she has less money still to spend on housing.

Where There Was Nothing Before


Picture 4


At 3rd and Virginia, on my 358: a large African-American man in his fifties gets on. I ask him how he’s doing. He’s doing fine, and he sits down somewhere behind me. A moment later he comes back up.

“Hey, what’s your bus number?”
“Wha-?” I don’t know what the coach number is myself. I glance up at the front wall, saying, “it’s 2618…”
“Oh no, no!”
“Oh! It’s a 358!”
“Tight. Thank you!”
“I was worried for a second there. Thought I was doin’ something wrong!” I had thought he wanted my number so he could file a complaint!
“Oh no man, you cool!”  We’re both laughing now.
“I was like, I thought I was doing everything right…”
“It ain’ like that! You doin’ a great job.”

After a moment I ask about his holiday, because what reason is there not to. Together we find new things to say about the weather, the holiday traffic, making it to the end of the week….  Sometimes I wonder if people find it off-putting when I strike up conversation, but I’m surprised at how often—and how willing—people are to open up. You just have to ask.

I wanted to offer a Scott Adams quote which a regular reader was nice enough to share with me:

Remember there’s no such thing as a small act of kindness. Every act creates a ripple with no logical end.

“It’s gonna be a good year,” he says, surfing the wave of our interaction, before disappearing into the melee known as Third and Pike, center of the universe.

Waterfront 2020: Specific, Delightful, and Peculiar

Waterfront Seattle
Waterfront Seattle

Waterfront Seattle

Specific. Delightful. Peculiar. That is the future of the waterfront, according to lead project designer James Corner. Updated waterfront redevelopment plans were unveiled last Wednesday to a packed house at Fischer Pavilion. The format for the evening was a mix of open house, presentation, and Q&A.

During the presentation, the public was introduced to a new and important figure of the waterfront project, Jared Smith. Mayor Murray tapped Smith three weeks ago to head the newly formed Office of the Waterfront. Smith isn’t new to the waterfront project; he was previously involved in planning the new SR 99 tunnel design. He will now play a significant role in the effort to bring the Alaskan Way Viaduct down, complete the seawall, and roll out the revitalised waterfront.

But the main subject of the evening was James Corner’s whimsical, colourful, and people-focused Waterfront 2020 presentation. Corner laid out his rationale for his expansive, water-oriented designs. He noted that Elliott Bay plays into the psyche of Seattle. Spatially, the city’s downtown streets are laid out in an east-west orientation. And naturally, those same streets terminate at the water’s edge to create strong view corridors. But more than that, the water is a primary driver of Seattle’s economy, recreation, culture, and transportation. When you think of Seattle’s neighbourhoods, they’re almost always associated with water somehow. Water is indeed the psyche of Seattle—it’s inseparable—with Elliott Bay its central focus.

Project goals

Corner explained that the waterfront must be organised in three ways:

  • The City Scale. The design should recenter the city around Elliott Bay. It should be a place that draws people to the waterfront to claim as their own.
  • The City Center Scale. Connecting the city centre to the waterfront is key. The viaduct and the hills have acted as barriers. With the viaduct gone, these connections can be made visually and physically.
  • The Waterfront Scale. Designs should enhance the waterfront so as to recognise its many unique spaces and functions. Some of these functions being strolling, sitting, viewing, concerts, exercise, transportation, and more.

Corner envisions a waterfront that is well programmed. Most public spaces, large or small, require some level of active programming if they are to be actively used throughout the year. The waterfront is no different. Programming can come in many different forms, such as art exhibits, farmers’ markets, concerts, pools and playful activities, and street vendors. To accommodate these, Corner has intentionally designed spaces so that they are multidimensional, flexible, and easy to repurpose as needed. Friends of Waterfront Seattle, a group consisting of many waterfront businesses and others, will be a major institution ensuring that the waterfront is diversely programmed year-round.