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Route 41
A Northgate-bound bus at University Street in the Downtown Seattle Transit Tunnel
Overview
System	King County Metro
Status	Deleted
Began service	September 8, 1970 (1970-09-08)
Ended service	October 2, 2021 (2021-10-02)
Route
Route type	Express
Locale	Seattle, Washington, U.S.
Start	Downtown Seattle
Via	Northgate Transit Center
End	Lake City
Service
Frequency	6–15 minutes
Weekend frequency	15–20 minutes
Ridership	10,000 (weekdays, spring 2015)
Timetable	King County Metro
Route map ← 40  41  43 →

Route 41 was an express bus route operated by King County Metro in Seattle, Washington, United States. It connected Lake City and Northgate to Downtown Seattle, with non-stop service on Interstate 5 south of Northgate Transit Center.

The route was created in 1970 by the city-run Seattle Transit System as the 41 Blue Streak, the first in a series of express bus services in North Seattle using the Interstate 5 express lanes. It was transferred to Metro in 1973 and dropped the "Blue Streak" branding in 1978.

Route 41 was moved to the downtown transit tunnel in 1991, and expanded into an all-day route in 2002. It became one of the busiest routes operated by King County Metro, with over 10,000 daily riders. The service was moved out of the downtown tunnel in 2019 and was retired on October 2, 2021, with the opening of Link light rail service to Northgate.

Route

Route 41 began in the Chinatown–International District neighborhood at the south end of Downtown Seattle, serving a pair of stops near International District/Chinatown station and King Street Station. The bus route traveled through Downtown Seattle on 3rd Avenue, the main transit corridor for the city, and turned east onto Olive Way near the Westlake Center. Inbound buses ran on Union Street, while outbound buses used Olive Way to reach Interstate 5, with northbound access to a direct ramp on Howell Street to the express lanes during certain times of the day. Route 41 traveled non-stop on Interstate 5 for 6 miles (9.7 km) to the Northgate Transit Center, a major bus station in North Seattle near the Northgate Mall; buses stopped at bays 2 and 5 for northbound and southbound trips, respectively. From the transit center, route 41 continued north on 5th Avenue Northeast past the Northgate Mall, and turned east onto Northeast 125th Street in Pinehurst. Buses make local stops through the mostly residential area, which gives way to the Lake City commercial center. Route 41 then turned north onto Lake City Way and terminated at Northeast 130th Street.

Route 41 ran at a frequency of 6 minutes during peak hours on weekdays, and 15 to 20 minutes at other times. Some trips were truncated to Northgate instead of serving Lake City. In spring 2015, Metro estimated that 10,000 daily riders used route 41 on weekdays.

Connections

Route 41 was the trunk service for North Seattle, connecting with local buses at Northgate Transit Center and in Lake City.

History

Blue Streak

The construction and completion of Interstate 5 through North Seattle spurred considerable suburban development in the 1950s. Northgate and Lake City were annexed into the city of Seattle in 1954, and the city-run Seattle Transit System expanded bus service into the area. The new service included a shuttle that ran at a significant loss for several years before being cancelled in the late 1950s. A second attempt at serving the north end with bus service was launched in 1963, with existing routes extended north towards Northgate and Lake City later that year.

Increasing congestion on Interstate 5 and declining bus ridership led city officials to propose a rapid transit service using the freeway's reversible express lanes. In 1966, the federal government approved planning of an express bus service, named "Blue Streak" by Seattle Transit, that would use the express lanes between Northeast 110th Street and Cherry Street in Downtown Seattle.

The Department of Housing and Urban Development (HUD) awarded $1.03 million (equivalent to $6.89 million in 2023 dollars) in January 1968 to Seattle Transit to develop the Blue Streak project, but the launch was delayed by a shortage in suitable buses. In May, HUD awarded a further $2.39 million (equivalent to $16 million in 2023 dollars) to purchase 70 diesel buses, which were delivered in November.

The continued financial problems with Seattle Transit put the Blue Streak program in jeopardy, leading to calls to suspend the program before it launched. Service was originally slated to begin in 1968, and delays led to the federal government establishing a deadline in early 1969 for a city decision on whether to move forward. A park and ride lot in Northgate was secured in August 1969, settling the demands of the federal government. The United States Department of Transportation approved $2 million (equivalent to $13.4 million in 2023 dollars) in operating funds for Blue Streak in January 1970, providing two-thirds of the system's operating budget for the first two years of service.

Blue Streak service on Route 41 began on September 8, 1970, traveling on local streets between Sand Point, Lake City and Northgate Mall, and proceeding onto Interstate 5 non-stop to Downtown Seattle. Blue Streak buses were given exclusive use of the Columbia and Cherry ramps on the Interstate 5 reversible express lanes, as well as a bus-only lane on 5th Avenue. Buses traveled primarily on 3rd Avenue through Downtown, heading northbound during morning inbound trips and southbound during afternoon outbound trips towards Northgate. Buses ran at a frequency of 7 to 15 minutes from 7 a.m. to 7 p.m. on weekdays and Saturdays. The trip between Northgate and downtown took an average of 15 minutes, and took near-full busloads on the first day. The 22 buses on Blue Streak service were initially colored red, but were later repainted blue to match the branding.

US Secretary of Transportation John A. Volpe praised the Blue Streak system during a speech on opening day, calling the express buses "an example imaginative, innovative use of existing transportation facilities and equipment". The Blue Streak experiment attracted interest from mass transit advocates and officials from across the nation. The Blue Streak system was expanded to other routes in the 1970s and served as the model for modern park-and-ride express service in the Seattle metropolitan area and across the United States. In its first year of service, Blue Streak routes increased ridership in North Seattle amid an overall decline in Seattle Transit ridership.

Seattle Transit general manager Lloyd Garber said that demand for parking was higher than expected and that it was too early to analyze ridership; after the first week of service, Seattle Transit began surveying riders to determine whether motorists had been lured by the new service. The study determined that 75 percent of surveyed patrons had switched from their personal automobiles, and that Blue Streak was responsible for a decrease of 400 vehicles on Interstate 5 at rush hour. By late October, demand at the Northgate park and ride prompted the State Highway Department to offer funding for an auxiliary lot.

Seattle Transit cancelled Saturday service on the Blue Streak routes in March 1971, citing low patronage and the near-empty parking lot at Northgate.

Metro Transit

After a countywide public transit system was approved by voters on September 19, 1972, bus service within Seattle was transferred from the Seattle Transit System to the Municipality of Metropolitan Seattle (Metro) on January 1, 1973. As part of the changeover, the leased Blue Streak parking lot was acquired by Metro using funds from the Urban Mass Transit Administration. As part of a system renumbering in January 1978, Metro eliminated the "Blue Streak" branding on routes, creating the modern route 41.

Route 41 was chosen as one of the initial routes to be routed through the downtown transit tunnel in Downtown Seattle, but due to a delay in the production of special dual-mode buses for the tunnel, route 41 was not moved into the tunnel until 1991. Route 41 ran primarily during peak hours, with some limited midday service, and was supplemented by route 307, which ran from Downtown Seattle to Northgate and Bothell on weekends and nights. The northern terminus of route 41 was moved from Magnuson Park to 5th Avenue NE and NE 125th Street in 1997, eliminating service to Sand Point and Lake City.

A major restructure of Northeast Seattle service occurred in 2002 to accommodate the new Sound Transit Express route 522 from Seattle to Woodinville via the State Route 522 corridor. As part of the restructure, route 307 was eliminated and replaced by route 522 as well as increased service on route 41, which was extended to Lake City and given service 7 days a week with frequencies as high as 15 minutes at midday on weekdays.

Beginning in September 2005, the downtown transit tunnel was closed for renovations to accommodate light rail service. Route 41, the tunnel's most popular bus route, was routed onto surface streets within Downtown Seattle, primarily using 3rd Avenue between Jackson and Virginia streets until the tunnel reopened in September 2007. Buses were permanently removed from the downtown transit tunnel on March 23, 2019, as construction at Convention Place station had severed access to the north portal. Route 41 was relocated onto 3rd Avenue, serving stops near the transit tunnel stations, as well as Olive Way and Stewart Street. In July 2019, inbound southbound buses were moved from Stewart Street to Union Street to reduce morning travel times by 10 minutes.

Route 41 was permanently retired on October 2, 2021, following the extension of Link light rail service to Northgate Transit Center. The express portion was replaced by the Link 1 Line, while the local portion was replaced by a realignment of Route 75.

References

1. "Northgate Transit Center Boarding Locations". King County Metro. Retrieved October 16, 2016.
2. ^ "Route 41: Lake City, Northgate Transit Center, Downtown Seattle" (PDF). King County Metro. March 23, 2019. Retrieved March 25, 2019.
3. ^ Metro Transit System: Northwest Area (Map). King County Metro. March 2019. Retrieved March 25, 2019.
4. "Appendix F: Route-level Ridership (weekday average, spring 2014 and spring 2015)" (PDF). King County Metro Transit 2015 Service Guidelines Report (Report). King County Metro. October 2015. p. A-19. Retrieved October 16, 2016.
5. Wilma, David (October 12, 2005). "Seattle annexes the area north of N 85th Street to N 145th Street on January 4, 1954". HistoryLink. Retrieved October 16, 2016.
6. "Transit Shuttle Shows Loss On North End Run". The Seattle Times. July 5, 1953. p. 15.
7. "Bus-Service News Cheered In North End". The Seattle Times. March 6, 1963. p. 4.
8. Moody, Dick (June 24, 1963). "Service Begins On 2 Transit Extensions". The Seattle Times. p. 18.
9. "Rapid Transit on the Freeway". The Seattle Times. October 25, 1966. p. 10.
10. Robinson, Herb (April 28, 1967). "Blue-Streak Bus Plan Is Immobile". The Seattle Times. p. 1A.
11. ^ Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
12. Coffman, Larry (January 3, 1968). "Transit Gets $1 Million For 'Blue Streak' Study". The Seattle Times. p. 1.
13. Coffman, Larry (February 21, 1968). "Blue Streak Project Is Sidetracked By Lack of Buses". The Seattle Times. p. 35.
14. Coffman, Larry (May 20, 1968). "Federal Grant Paves Way for 'Blue Streak'". The Seattle Times. p. 1.
15. Lane, Bob (December 11, 1968). "$2.7 Million Transit Deficit Forecast for 1969, Despite $800,000 Subsidy". The Seattle Times. p. 21.
16. Lane, Bob (June 10, 1969). "Transit Express System Now Appears Doubtful". The Seattle Times. p. 1.
17. ^ Lane, Bob (September 7, 1970). "Blue Streak: Money problems, indecision among delaying factors". The Seattle Times. p. A9.
18. Lane, Bob (August 6, 1969). "Transit System OK's Parking Site For Express Buses". The Seattle Times. p. 71.
19. "Another Form of Rapid Transit". The Seattle Times. January 19, 1970. p. A12.
20. Lane, Bob (August 30, 1970). "September 9: Blue Streak buses roll soon". The Seattle Times. p. A11.
21. Lane, Bob (September 6, 1970). "Blue Streak: It begins Wednesday". The Seattle Times. p. D1.
22. "Streak to the shops". The Seattle Times. October 1, 1970. p. G2.
23. ^ Lane, Bob (September 9, 1970). "Blue Streak: Week is needed to judge express patronage". The Seattle Times. p. H3.
24. "Volpe praises Blue Streak". The Seattle Times. September 9, 1970. p. A14.
25. Lane, Bob (November 9, 1970). "Transit men visit city to study Blue Streak". The Seattle Times. p. A14.
26. "Milestones—The 1970s". King County Metro. Retrieved October 16, 2016.
27. Lane, Bob (September 21, 1971). "Patronage on Blue Streak increases". The Seattle Times. p. A6.
28. Lane, Bob (September 17, 1970). "Blue Streak: Transit cautious on success". The Seattle Times. p. B1.
29. Barr, Robert A. (November 23, 1970). "State may pay for more Blue Streak parking". The Seattle Times. p. D8.
30. "States seeks to bolster Blue Streak". The Seattle Times. October 28, 1970. p. E12.
31. "Blue Streak buses won't run Saturdays". The Seattle Times. March 19, 1971. p. A4.
32. Crowley, Walt (January 1, 2000). "King County voters approve creation of Metro Transit on September 19, 1972". HistoryLink. Retrieved October 16, 2016.
33. Lane, Bob (January 1, 1973). "Out with old, in with Metro Transit". The Seattle Times. p. A1.
34. "Metro OK's contracts with two transit lines". The Seattle Times. December 8, 1972. p. E7.
35. "Seattle given funds to buy transit lot". The Seattle Times. December 29, 1972. p. B5.
36. Lane, Bob (January 18, 1978). "Signs of change for Metro buses". The Seattle Times. p. E12.
37. Metro Transit System Map (Map). King County Metro. September 1991. OCLC 26737935.
38. Lane, Bob (April 4, 1990). "Production of tunnel buses behind schedule". The Seattle Times. p. D3. Retrieved October 16, 2016.
39. Fleming, Leonard N. (June 5, 1992). "Bus changes coming to north end". The Seattle Times. p. E4.
40. "Chapter 4.5: Transportation". Final Environmental Impact Statement: Reuse of Naval Station Puget Sound, Sand Point, Seattle, Washington, Volume 1. Northwest Naval Facilities Engineering Command. October 1997. p. 4-85. OCLC 946118453. Retrieved October 16, 2016 – via Google Books.
41. Singer, Natalie (September 25, 2002). "Commuters along for the (new) ride - Changes in bus service affect riders' routines". The Seattle Times. p. B2.
42. "Bus Service Improvements Start Saturday, September 28, 2002". King County Metro. September 10, 2002. Archived from the original on February 13, 2003. Retrieved October 16, 2016.
43. Gilmore, Susan (September 23, 2005). "Bus tunnel shuts down tonight for 2 years". The Seattle Times. p. A1. Retrieved October 16, 2016.
44. Pryne, Eric (September 27, 2005). "Buses run a little late, riders a little lost with tunnel closed". The Seattle Times. p. B1. Retrieved October 16, 2016.
45. Gilmore, Susan; Lindblom, Mike (September 18, 2007). "Seattle gets a glimpse of its transit future: Bus tunnel reopens Monday". The Seattle Times. p. A1. Retrieved October 16, 2016.
46. "Metro Transit Special Rider Alert, September 2005: Bus and Routing changes in numerical order, Routes 1 through 79". King County Metro. September 2005. Retrieved October 16, 2016.
47. Groover, Heidi (March 25, 2019). "Buses no longer using Seattle's transit tunnel; Monday commutes test new routes". The Seattle Times. Retrieved March 25, 2019.
48. As of March 23, 2019: Outbound Boarding Locations for Routes 41, 74, 101, 102, 150, 255 and 550 (PDF) (Map). King County Metro. March 2019. Archived from the original (PDF) on March 26, 2019. Retrieved March 25, 2019.
49. Switzer, Jeff (July 23, 2019). "Changes ahead to help Route 41 riders heading to downtown Seattle". King County Metro. Retrieved September 2, 2019.
50. "Service Change Starting Saturday, October 2, 2021". King County Metro. October 2021. Retrieved October 2, 2021.
51. "North Link Connections Mobility Project". King County Metro. January 2020. Retrieved April 8, 2020.

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