Sound Transit Ignores Line 2 Problems

The previous post detailed why additional testing wouldn’t “fix” Line 2 problems.  How does Sound Transit assure a minimum of 4 minutes between Line 2 trains from Redmond and Line 1 trains initially returning from Angel Lake, later from Federal Way, and eventually from Tacoma? That maintaining the current schedule;  4-car trains every 10 minute for 16 hours requires 96 round trips for a $414,720 weekday cost..

That the Downtown Redmond Extension ridership was "likely" a tiny fraction of the 5700 expected when they are able to go into Seattle.  Again demonstrating that providing access to light rail trains doesn’t assure ridership. That Sound Transit should terminate Line 2 at the existing ID/C, allow its operation to be set by Eastside transit demands and for Line 1 to meet transit needs to both Lynnwood and Federal Way.  

This post details the video of Sound Transit’s Rider Experience and Operations Committee Meeting 06/05/2025 shows a lack of concern over the issues with their 2 Line Service Plan for Cross Lake Connection:

Trains arrive every 8 mins peak, and 10-15 minutes off-peak, Saturdays, and Sundays

Combined headways between ID/C and Lynnwood City Center  on the 1 and 2 Lines of 4-8 minutes

Service operates approximately 5:00 a.m. – midnight

The June 6 Seattle Times Traffic Lab article result, “Downtown Seattle light rail stations will be closed Sunday detailed the resulting “light rail disruption this weekend”.  Making connections between Eastside 2 Line and the growing 1 Line in Seattle.  "When the connection is completed the 2 Line trains will continue north to Lynnwood, doubling  the capacity between downtown and Lynnwood with trains every five minutes." 

The  article concludes, “That ought to build more train ridership which as of April averaged 101,000 daily passengers”.  Yet the 1 Line April average for the four Lynnwood stations totaled 7688 riders, a fraction of the 24,400 to 35,000 Sound Transit had  projected prior to the debut.  

Many is not most were former Snohomish Community Transit 400  bus riders whose routes were terminated at one of the four Lynnwood Link stations.  Also, RapidRide E Line continued providing far more access from Aurora Village along Aurora Ave to more stops in Seattle. Thus, doubling the capacity will double the operating cost but not the ridership

The bottom line is neither Sound Transit nor Seattle Times apparently recognize the problem of safely merging 1 Line routes from Angel Lake and and cross-lake 2 Line at ID/C prior to DSTT.  (again, later from Federal Way and Tacoma).  That terminating the  2 Line at ID/C will end the merging problem and allow more Line 1 trains through DSTT to meet any need for future growth.