Seattle Councilmember Alexis Mercedes Rinck, accompanied by a crowd of transit advocates, unveiled a new initiative called the ‘Better Bus Lanes’ campaign, which aims to expand and improve bus lanes along the city’s busiest transit routes.
This press conference took place at the location of a recent triumph for bus advocates—the newly implemented bus lane for Route 2 on Union Street.
The new lane faced potential removal just before its debut, but public outcry prompted the Seattle Department of Transportation (SDOT) to reverse its decision.
‘Just three weeks ago, the public learned that Seattle Department of Transportation was proposing to remove a block of bus lane right here on East Union Street,’ Rinck stated.
‘But riders and advocates mobilized. You showed up, you spoke up. And the message was clear, we need this. Transit matters.’
The overwhelming public engagement led to SDOT’s decision to retain the bus lane, which is set to officially open soon.
However, Rinck emphasized that this single victory was symbolic of a broader movement.
‘It was a wake-up call. It showed us that there’s real energy, real passion, and real people power behind better transit in Seattle. So today, we’re building on that momentum.’
Support for the campaign is broad, with backing from various organizations including the Transportation Choices Coalition, Amalgamated Transit Union (ATU) 587, Transit Riders Union, and others.
The recently added Route 2 bus lane was part of the RapidRide G Line project, which established a bus rapid transit (BRT) corridor along Madison Street.
The G Line has seen significant ridership growth due to its dedicated lanes, providing efficient and reliable service every six minutes.
The announcement of the ‘Better Bus Lanes’ campaign coincided with the operational backdrop of G Line buses, showcasing the benefits of dedicated bus lanes.
Noah Williams from the Seattle Transit Riders Union highlighted that the G Line is a model for future bus routes, emphasizing that all transit riders deserve access to secure, safe, and efficient transportation.
‘It is clearly time for Seattle to roll out bus lanes on core corridors throughout them and speed up our busses so that Seattleites can keep moving and not get stuck in traffic,’ he asserted.
Advocates also pointed to the societal advantages of improved bus transit, including reducing carbon emissions and fostering community connections.
‘Buses are the backbone of Seattle’s transportation system,’ Rinck stated.
‘They connect our neighborhoods. They get people to work in school. They reduce traffic congestion, cut emissions, and they are the most affordable way to get thousands of our neighbors around town. Buses aren’t just transportation, they’re climate action and community connection.’
The initial focus areas for the campaign include Aurora Avenue N, Denny Way, and Rainier Avenue S, which are identified as key arteries for bus transit.
These streets are also some of the city’s most dangerous, with advocates stressing the urgent need for effective bus lanes.
Rinck remarked, ‘The better bus lanes campaign today is focused on three of the most critical transit corridors in our city and frankly, in our entire state.’
She pointed out that the E Line, Route 8, and Route 7 are among the busiest in the state of Washington, with Aurora Avenue being the home of the RapidRide E Line, which is currently the busiest bus route statewide.
The campaign calls for permanent 24/7 bus lanes on these critical routes, pushing for a lasting commitment to riders.
Furthermore, the campaign release underlined that bus lanes would alleviate anticipated traffic congestion linked to upcoming events, including the World Cup and construction projects like Revive I-5.
SDOT is slated to allocate 30,000 service hours in 2026 to address increased traffic levels caused by the prolonged Revive I-5 highway construction closures.
The advocates argue that effective bus lanes would lessen the need for additional service hours by streamlining bus transit.
Greg Woodfill of ATU 587 also emphasized the importance of bus lanes for keeping buses on schedule and enhancing safety for all road users.
‘Without dedicated bus lanes, there’s nothing rapid about RapidRide,’ he remarked, reflecting on his experiences as a bus operator.
The campaign is also spotlighting the need for improved safety measures for those accessing bus stops.
Despite Seattle’s Vision Zero goal, aimed at eliminating traffic deaths by 2030, streets like Aurora and Rainier continue to record significant collisions.
‘We need expanded safe crossings, greater access to RapidRide E, and automatic speed cameras south of Green Lake to move us toward Vision Zero,’ Rinck added.
Statistics shared by Carlo Alcantara from the Aurora Reimagined Coalition highlighted the dangers of Aurora Avenue, stating that a person is killed in a traffic crash along this route every three months.
With only four years left to meet the Vision Zero goals, advocates argue that immediate action is crucial to reimagine Aurora Avenue.
Earlier this year, SDOT introduced 24/7 bus lanes on Aurora, but these were framed as temporary changes during roadway maintenance.
Advocates are pushing for these lanes to become permanent and for additional safety upgrades, including the implementation of automatic speed cameras on state highways.
While proponents highlight the low cost of implementing bus lanes, funding for broader corridor upgrades remains a significant challenge.
Kirk Hovenkotter, executive director of Transportation Choices Coalition, pointed to the recent passage of a substantial Seattle Transportation Levy that included dedicated funds for bus investment.
‘Seattle’s busiest streets deserve the red carpet treatment,’ he declared.
Though this levy may provide sufficient resources for immediate improvements, a long-term strategy for funding bus upgrades is essential, especially in light of potential federal funding cuts and shifts in priorities.
Advocates highlighted the financial prudence of investing in bus lanes, arguing that providing a more efficient transit system would save time and money for both operators and riders.
Woodfill stressed that decisions impacting the reliability of public transit must be made with caution, referencing the millions invested in regional transit initiatives.
The current state of King County Metro’s bus network is increasingly unstable, with reports of significant unreliability peaking this past summer.
Nick Sattele from Central Seattle Greenways noted that the E, 7, and 8 routes, which carry a large number of riders, have been contributing to the decline in overall service reliability.
As the ‘Better Bus Lanes’ campaign gains momentum, the future of public transit in Seattle will heavily depend on collaboration between advocates, the mayor’s office, and SDOT to turn the vision for enhanced bus service into reality.
image source from：theurbanist
