108th Avenue Northeast business access and transit lane

Frequent, reliable transit service throughout Kirkland is critical to the City achieving its vision as a sustainable, connected, and welcoming city. The City continues to receive regular comments and requests from the community about the need for increased transit service, both in terms of service area and frequency. RapidRide is Metro’s highest quality transit service, and the K Line will provide Kirkland, and Bellevue much needed frequent and reliable service connecting key destinations such as the Bellevue College, downtown Bellevue and light rail to Seattle and Redmond with the South Kirkland Park and Ride, the Google campus, the downtown Kirkland Transit Center through the NE 85^th Station area, and then into Totem Lake through the Village connecting to the Totem Lake Transit Center. The City is still experiencing reduced transit service compared to 2019, and the RapidRide program will provide Kirkland with much needed additional investment beyond Metro’s other fixed route and flexible services.

While ridership has been down since COVID, the data shows that ridership is increasing year-over-year. Feedback from the community has also indicated that people will return to taking transit when service is more frequent and reliable, and connect them to where they need to go. Finally, the K Line is anticipated to be in service in 2030, which will support the future growth planned for Kirkland’s two regionally designated growth centers: the downtown and NE 85^th Station Area and Totem Lake.

The Northbound 108th Avenue NE BAT Lanes project was originally identified in 2016 as part of the 6^th St Corridor Study to address the peak hour congestion that was queuing up to 1.25 miles or roughly 250 cars long in the afternoon. This project was originally identified to support Metro’s 255 transit service, which at the time was one of Metro’s highest ridership routes on the Eastside. This was then supported as part of the Transit Implementation Plan (KTIP), subsequently adopted in March 2019.  Both efforts included public engagement processes (described in each report and summarized below). 

The BAT Lanes project now supports the RapidRide K Line project. The NB 108th Avenue BAT lanes project is just one of many projects along the future RapidRide K Line route spanning from Bellevue College to Totem Lake. Other projects include station locations and design, access projects (bicycle and pedestrian connections), and other speed and reliability projects which include transit lanes, queue jumps, turn lane modifications, and signal timing.

The conceptual design for the K Line corridor will begin in 2025 which will include additional public engagement and the identification of right-of-way impacts of the project.

These terms can often be used interchangeably but essentially, they all indicate various degrees and uses of a dedicated lane for transit. A transit-only lane is for the exclusive use of transit. A BAT lane is a lane for transit and for general purpose vehicular access to businesses along a corridor, access to driveways, or right turns at intersections. Transit queue jumps are turn pockets at intersections which allow transit to “jump the queue” of through traffic during a special signal phase. Queue jumps may or may not have a receiving lane on the far side of an intersection for the buses to merge back into through traffic.  

Building out a network of multimodal facilities must be as safe and efficient as possible for all users, both in the use of space and through signal timing. 

Large-scale widening to add roadway lanes is not proven to be effective in relieving congestion and can impact the character of a community. Therefore, Kirkland’s Transportation Strategic Plan (TSP) has very few, selective widening projects envisioned in the 20-year project list which are generally limited to managing capacity through intersections, supporting transit, or building out a system for people walking and bicycling that provide greater separation from motor vehicles. This is to address both current travel conditions and planning for future conditions and growth with the goal of creating a multimodal and connected city.   Wider crossings for pedestrians are always a consideration, but these can include other safety measures such as leading pedestrian intervals and pedestrian refuge islands.

The center two-way left turn lane is necessary for safety and to keep the regular flow of traffic that can get blocked by people taking left turns. Using the center turn lane as a regular lane for a short segment can be confusing for drivers and increase the risk of collisions.  

Original public outreach began in 2016 as part of the 6^th St Corridor Study including an online survey from August 22 – October 28, 2016 (1,507 persons visited the website and 753 persons responded to the survey) and a November 2, 2016 community workshop. Emails, blog posts, posters and informational signs, handouts and flyers were also included in the community engagement process. Staff spent time at Everest, Houghton Beach, and Crestwoods Park, Puget Consumers Co-op (PCC), Northwest University, and the Cross Kirkland Corridor handing out information about the survey and encouraging people to participate. The summary and observations included broad concern over PM peak commute congestion and a mix of opinions about solutions. PM peak commute congestion is identified as the most significant mobility concern. Based on the study data collected (including the northbound peak hour queue that had gotten to be up to 250 cars long) and community concerns, the NB transit queue jumps were identified as a solution. In 2024 this project was renamed to BAT lanes to accurately reflect the scope and intended outcome of the project. 

The Transit Implementation Plan (KTIP), subsequently adopted in March 2019, was informed by two phases of community outreach. For the first phase, feedback was collected at an in-person Open House in November 2017 and through an online survey that was available for resident participation in December 2017 and January 2018. After these comments were collected, the input was used to guide transit improvement priorities in Kirkland and to identify specific projects which enhance transit service throughout the City. For the second phase, the City hosted an Online Open House for community members to learn more about potential transit projects and provide feedback on the proposals through the use of a web-map. The 108^th Avenue transit queue jumps (currently known as 108^th Avenue NE BAT Lanes Project) were carried forward as a recommendation from the 6^th St Corridor Study. The summary of comments about 108^th Avenue included comments about congestion during rush hour and that the road design encourages cars to bypass buses at stops, pushing the bus farther back in line at stoplights, too many bus stops, etc. 

The City was awarded $1.5M PSRC in FHWA (federal grant) funds on October 29, 2020 for design.  Additionally, the City was awarded $1.0M in a Regional Mobility Grant (state grant) on May 19, 2021, also for design. 

Metro began engagement in the fall of 2019 with a Needs Assessment.  During the concept development phase in early 2020, concepts were shared with the community, key stakeholders, and the Kirkland City Council, Bellevue City Council, and King County Council.  Final alignment of the K Line was presented to the King County Council in fall of 2020. 

The feedback Metro collected during Phase 1 of community engagement in 2019 helped inform the alignment and how and where to engage with community members and groups in future phases. In Phase 2 in 2024, Metro re-introduced the project to the community and gathered feedback on design plans for the RapidRide K Line, which Metro developed in partnership with local agencies and address project and agency goals.

Phase 3 in early 2025 will focus on presenting a complete vision of the proposed project, with the goals of getting even more detailed feedback. 

This cost estimate is for capital investments needed to support the entire K Line project spanning between Eastgate and Totem Lake Center, not just for the 108^th Avenue NE BAT Lanes project. The conceptual design phase will better identify anticipated costs. 

The RapidRide program anticipates significant grant funding from the Federal Transit Administration (FTA) to support this project. This can bring additional federal revenue to the Eastside for increased transit service that would otherwise not be accessible through other programs. The total investment for all projects along the entire 6th Street S & 108th Ave NE corridor is ~$10M of the approximately $120M for the entire K Line project. The ~$10M estimate above includes a risk allocation (10%) and contingency (40%) to account for unknown cost. The cost will continue to be refined during the next phase of the project.

Additional right-of-way (ROW) is anticipated to be needed to accommodate the full width of the planned 108^th Avenue NE BAT Lanes project. The 30% design phase will better define major elements of the project, but it will not definitively identify ROW acquisition needs or temporary construction easement (TCE) impacts. ROW acquisition needs will be fully vetted and defined by Metro as design progresses. The 10% engineering design is the best information currently available, and this design concept will be continuously analyzed in the 30% design phase for performance. The design will be adjusted based on the analysis results and potential utility relocation options. The 10% design, based on current assumptions and information, shows our best knowledge of ROW acquisition needs in the project alignment.  While ROW acquisition will be led by King County Metro for ROW needs along the entire K Line corridor, the City of Kirkland will be closely involved and a partner in the process.   

King County Metro sent a notice of potential, future impact to all property owners along the entire route (from Bellevue College to Totem Lake). This went out to approximately 500 properties in Kirkland. While the project is not anticipated to be completed until 2030, this type of mailer is the best approach to reaching people that may not be aware of the project through other mechanisms (social media, tabling, flyers, emails, etc.). 

The K Line project is anticipated to need ROW from adjacent properties and temporary construction easements along the route corridor. Specific locations and details of feasibility and potential impacts will be part of the conceptual design process planned to begin in 2025. Impacts to specific properties are not fully defined at this time.

Regarding the Northbound 108^th Avenue NE BAT Lane project, the City is in the design process earlier than other projects along the K Line corridor because it had been previously identified as a priority.  The 108^th Avenue NE BAT Lanes project has reached 10% design, which was led by the City of Kirkland. Using federal grant funds, the City of Kirkland will complete design to 30%; following the 30% design milestone, King County Metro will assume the lead responsibility for this project and incorporate it into the full K Line project. The 10% design detail for the 108^th Avenue NE BAT Lanes identifies approximately 11 properties that may be impacted. These specific locations, number of affected properties, and ROW widths may adjust as design continues.  

Kirkland and Metro staff coordinate on the K Line regularly; Kirkland’s role is to: 

• Represent local needs and ensure that the city's transit interests are effectively represented in K Line planning.
• Provide feedback on enhancements that will encourage long-term ridership growth on the K Line and that support transit facilities, safe and connected pedestrian and bicycle facilities, and speed and reliability infrastructure.
• Contribute detailed feedback for the Locally Preferred Alternative (LPA), which is expected to be available in 2025.

City staff are currently coordinating closely with Metro staff on advancing the planning and design of the K Line. One of the upcoming major milestones identified is the development and approval of a Locally Preferred Alternative (LPA).  “LPA” is a term used by the Federal Transit Administration (FTA) and refers to an alternative evaluated through the local planning process, adopted as the desired alternative by the appropriate agency, and identified as the preferred alternative in the NEPA environmental review process.  In this case, King County Metro is responsible for development of the LPA and will ultimately seek approval of the LPA by the King County Council.  Once approved, the LPA will be included in Metro’s application for an FTA Small Starts Grant in 2025, which, if awarded, will establish an official timeline for project implementation. 

The K Line planning work began in 2019 and was originally slated to begin service in 2025. Metro paused work on the K Line at the onset of the COVID-19 pandemic due to funding shortfalls. This ultimately led to the K Line budget being eliminated in King County’s 2021/2022 Biennium. At that point, the project had established a preferred alignment and had entered into Project Development with the Federal Transit Administration (FTA).   

The budget for the K Line was reestablished in the King County 2023/2024 Biennium and included in the 10-year financial plan. Project work restarted in September 2023, and has been progressing toward the goal of 10% design. Metro anticipates commencing service on the K Line in 2030.   

The next phase of the K Line is a third phase of the community engagement process, planned for January 2025, where Metro will engage with key partners and communities. The goal of the third phase of community engagement is to further hone specific elements of the K Line and capital projects to support its development. The community is invited to weigh in on specific elements of the K Line in a variety of formats, including online and in person at meetings to be scheduled. 

The 10% engineering design for the NB 108^th Avenue BAT lanes project is the best information currently available related to any ROW impacts, which at 10% is still very conceptual. 

All ROW feasibility and impacts will be evaluated during the conceptual design phase, starting in 2025.  Affected property owners will be engaged in a formal negotiation process outlined by the Federal Transit Authority (FTA) which includes appraisal development to calculate market values. This process will be led by King County Metro and will be coordinated through a right-of-way specialist consultant, generally starting at 30% design with purchase agreements finalized at approximately 60%.

This process begins with negotiation and would only utilize condemnation (known as eminent domain) as a measure of last resort, if an amicable agreement is not reached between parties.  All efforts will be made to avoid the use of this tool. 

6th St Corridor Study

The 108th Avenue Northeast business-access and transit lane project derives from the 2017 Sixth Street Corridor Study(PDF, 18MB), which analyzed the corridor, between Central Way and the the South Kirkland Park and Ride, forecasted its future use and prescribed specific solutions to existing and emerging problems.

(PDF, 18MB)(PDF, 18MB)

Primarily, those problems are traffic congestion—some of which are triggered by the downward spiral-effect of transit delays. When a bus’ arrival at a 108th Avenue Northeast corridor bus stop is unreliable, for example, the study shows that many bus riders will drive to and from the South Kirkland Park and Ride and meet the bus there instead of walking to the bus stop near their home. This, of course, adds more pressure on the South Kirkland Park and Ride’s parking lots and 108th Avenue Northeast. 

The result: More congestion. Added congestion compounds delays, which, in turn, further undermines the reliability of the street-side bus stops located every quarter-mile along much of the 108th Avenue Northeast corridor. 

Drivers and transit-riders pay the consequences, according to the 2017 study. For drivers, the price is a 1.25-mile, rush-hour back-up and 15- to 20-minute delays. For transit-riders it’s the uncertainty of knowing when their rides will arrive and if it’ll get them where they’re going on time. The business-access and transit lane will prevent transit delays by allowing each bus to bypass traffic queued at the Northeast 60th and 68th streets intersections. 

With improved reliability, bus riders have greater incentive to walk to the bus stops near their homes, rather than drive on 108th Avenue Northeast to the South Kirkland Park and Ride and back home. This reduces some vehicular pressure on 108th Avenue Northeast. To craft it, Kirkland’s team of consulting and staff transportation planners interviewed neighborhood stakeholders, surveyed community members, hosted workshops and were available at neighborhood events.

The Sixth Street Corridor Study is available here(PDF, 18MB).