Route 255 to Downtown Seattle
SR 520 historical transit routes With the Montlake Lid bus stop opening in April, this article will recap the past and briefly explore the future of transit on SR-520. The opening of East Link will lessen the need for so many bus routes across SR-520 but we should still take full advantage of the infrastructure that is already there.
This article will briefly look at Sound Transit's planned deletion of ST 541 and ST 545, expansion of ST 542, and future ST 544. We'll then pivot to a new concept of restoring Metro's Route 255 to downtown Seattle, or improving the Route 255s connectivity to the U-District.
ST Express Routes
Route 550 (deleted)
Route 545 (deleted)The existing ST Express Route 550 would be eliminated as it mostly duplicates Line 2. As previously described, the existing ST Route 545 from Downtown Redmond to Seattle would be deleted as well.
Route 542
Route 544The deleted Route 545 would be replaced by Route 544 from Redmond Technology to SLU running peak-only. The existing Route 542 from U District to to Redmond would receive an extension and increased frequency.
Route 255
Proposed changes to Routes 540 and 541. (Sound Transit) in 2019Previously Route 255 from Kirkland traveled directly to downtown Seattle. After the U Link extension in 2020 it was rerouted to serve the University of Washington and U District instead.
However, the new truncated route has had poor ridership. Some of the drop was caused by the pandemic, but still the truncation to U District perhaps isn't as useful as first imagined. The ridership in 2025 has collapsed down to ~2,000 average daily riders though regained to ~3,400 daily riders*. This ridership drop of around 50% is worse than many King County Metro bus routes post pandemic.
* (This was previously written as 1,700 daily riders using the 2025 May data but has been identified as an data collection error)
The main idea is to redirect Route 255 back to downtown Seattle. Currently with the low ridership Metro has been decreasing the frequency of the route leading to a death spiral. If the route returns to downtown Seattle, the route would allow Totem Lake and downtown Kirkland residents to directly reach more destinations without transferring.
Previous Route 255 route to downtown SeattleFor example transit riders from Totem Lake, downtown Kirkland and South Kirkland P&R can directly reach downtown Seattle without transferring. The direct path is faster than the Link's transfer time when I-5 isn't stuck in traffic. The original idea was for the truncation was that the increased frequency > decreased one-trip destinations. The decrease in destinations has outweighed the gain in frequency on the weekends and evenings.
Montlake LidOne minor problem with this route is the lack of the center Montlake Freeway Transit Station. Though from the Final EIS for SR-520:
As a way to maintain bus access to the Montlake interchange area during the off-peak periods, transit agencies would have the option of routing SR 520 buses through the Montlake interchange.
Eastbound buses would be able to exit SR 520 at the Montlake off-ramp, turn left onto Montlake Boulevard, and then turn right onto the direct access ramps to pick up or drop off passengers.
Westbound buses would be able to exit via the new HOV direct access ramps, serve the stop on the Montlake lid, and then continue on westbound SR 520 to downtown Seattle or to other destinations via I-5.
Assuming the above is true, Route 255 buses could stop at the Montlake Lid transit stop and the continue back on the freeway towards downtown Seattle. Those heading to UW could either walk or take Route 48 or Route 544 similar to how it was previously done when the 255 stopped at the inline freeway station. A transit traffic signal would need to be installed for westbound buses continuing onto SR-520.
SR-520 to Mercer Street
The SR 520 to I-5 reversible express lanes would have greatly helped any buses coming from the Eastside to downtown Seattle. Unfortunately there are two major problems. First, most buses from the Eastside are now heading towards UW/ U District so they wouldn't have the opportunity to use it. Secondly, buses that are heading downtown will have a moderately hard time reaching the ramp. Without the center Montlake Freeway Transit Station nor a westbound direct access ramp buses will instead have to decide between skipping Montlake lid entirely if stopping on the lid or weaving across 3 lanes.
FrequencyOne caveat with extending the route to downtown Seattle is the added travel time for buses. Some have argued that the lengthened route will mean decreased frequency for the route. However, the frequency during the day has stayed the same at 15 minutes and the increased frequency on evenings has not made up for the loss in directness to downtown.
| Pre-Restructure (Before 2019) | Truncation to UW (2019 to 2024) | Currently (2024+) | |
| Day Frequency (6 am to 6 pm) | 15 min | 15 min | 15 min |
| Evening Frequency (6pm to 10 pm ) | 20-30 min | 15 min | 20-30 min |
Secondly the increased frequency on the weekends and evenings were already reverted due to poor ridership as previously described. If the new direct route to downtown Seattle can recover back to 4000 or 5000 daily riders, it'll more efficient to run the buses a bit farther.
Continuing to UW with the Second Drawbridge
If Route 255 is to continue heading to UW, one idea to consider implementing is the second Bascule Bridge (drawbridge). Originally, WSDOT planned for a second Bascule Bridge parallel to the existing one. However, it was cancelled by the Seattle city council in 2020. The bridge would have added two HOV/transit lanes as well as a larger 18-feet wide shared use path.
These transit lanes on the new bridge can definitely help Route 48, Route 255 and Route 542 cross the into UW. They would allow the buses to avoid traffic backed up on the existing bridge, especially after the bridge has been raised for ships to pass under.
The Final EIS suggested implementing the HOV lanes on the right-side southbound and on the left-side northbound for Montlake Boulevard crossing the bridge.
ConclusionWhile attempting the Route 255 truncation UW was well-intentioned for higher frequency, we should revert the Kirkland bus back to downtown Seattle. The increased frequency has not lasted that long, and for most riders a direct trip to downtown Seattle would serve them better.
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