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Executive Summary
Washington’s ferry system
is in crisis. After a major loss of funding due to Initiative 695, Washington
State Ferries (WSF) has been forced to make difficult financial decisions. Between
2000 and 2004, for the first time since its formation, WSF simultaneously cut
service while raising fares. In addition, WSF ended Bremerton’s popular passenger-only
ferry routes.
In spite of this tough financial
climate, ferry service continues to be a vital part our regional transportation
system. As the Puget Sound region struggles to come to consensus on transportation
issues, we should not forget that ferries are an integral, iconic part of our
regional transportation network, and an underutilized way to move people between
population centers without cars. This report concludes that transit connections
and pedestrian infrastructure around ferry terminals needs to be improved so
that ferry foot passengers can quickly and safely access regional transportation.
Two new private passenger-only
ferry runs begin service in 2004, expanding commute options into Seattle. Unfortunately,
transit connections and pedestrian infrastructure fail to adequately serve these
passengers, especially on the Seattle side. On the Seattle waterfront, for example,
adequate transit is not readily available to bring riders to the major regional
transportation hubs like the Jackson Street Station. At present, Alaskan Way
is served by only two bus lines and the Waterfront Streetcar. In addition, the
topography in downtown Seattle is quite challenging, with a steep hill between
the ferry terminal and downtown transit connections. Yet, there is great potential
to improve waterfront pedestrian access with the redevelopment of Colman Dock
and the Alaskan Way Viaduct replacement. As these projects move forward, WashPIRG
recommends that specific steps be taken to encourage ferry travel without cars:
- In the final design for the Alaskan Way Viaduct, ferry queuing should be located
so as to minimally impact the character of Pioneer Square, and future waterfront
access.
- In addition, pedestrian traffic should be separated from car traffic and routed
so that pedestrians can easily and safely access downtown amenities and traffic
connections.
- In Seattle, ferry terminal
siting for both public and private ferry operators should be coordinated with
waterfront transit stops so that ferry passengers can easily access transit.
- King County Metro should
extend bus routes #3 and #4 down to the Colman Dock so that foot ferry passengers
have easy connections to downtown transit hubs. These buses should be coordinated
with ferry landings.
- To finance improved transit
connections in both Seattle and on the Kitsap Peninsula, the state and Puget
Sound region must support new multimodal funding for transit and ferry operations
and capital investments.
- Bremerton and Kingston
have made great strides in coordinating transit service, ferry service, and
land use planning. To fully integrate ferry foot passengers, each city should
continue to encourage transit-oriented development in high-density zones near
ferry terminals and park & ride lots. In particular, Kingston should encourage
transit-oriented development near the George’s Corner, Kountry Korner, and Squamish
park & ride lots.
- To facilitate seamless
ferry-to-transit connections with Kitsap Transit and King County Metro, the
two private passenger-only ferry operators, Kitsap Ferry and Aqua Express, should
participate in the Smart Card program.
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