Seattle Center Monorail
Seattle Center Monorail | |||||||||||||||||||||||||||||||||||||||||||||||||
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Overview | |||||||||||||||||||||||||||||||||||||||||||||||||
Owner | City of Seattle | ||||||||||||||||||||||||||||||||||||||||||||||||
Locale | Downtown Seattle, Washington, U.S. | ||||||||||||||||||||||||||||||||||||||||||||||||
Termini |
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Stations | 2 | ||||||||||||||||||||||||||||||||||||||||||||||||
Website | seattlemonorail | ||||||||||||||||||||||||||||||||||||||||||||||||
Service | |||||||||||||||||||||||||||||||||||||||||||||||||
Type | Straddle-beam monorail | ||||||||||||||||||||||||||||||||||||||||||||||||
Operator(s) | Seattle Monorail Services | ||||||||||||||||||||||||||||||||||||||||||||||||
Rolling stock | 2 Alweg trains | ||||||||||||||||||||||||||||||||||||||||||||||||
Daily ridership | 5,315 (2022)[1] | ||||||||||||||||||||||||||||||||||||||||||||||||
Ridership | 1,633,951 (2022)[1] | ||||||||||||||||||||||||||||||||||||||||||||||||
History | |||||||||||||||||||||||||||||||||||||||||||||||||
Opened | March 24, 1962 | ||||||||||||||||||||||||||||||||||||||||||||||||
Designated | August 4, 2003[2] | ||||||||||||||||||||||||||||||||||||||||||||||||
Technical | |||||||||||||||||||||||||||||||||||||||||||||||||
Line length | 0.9 miles (1.4 km) Double | ||||||||||||||||||||||||||||||||||||||||||||||||
Character | Elevated | ||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | Third rail, 700 V DC[4] | ||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 45 mph (72 km/h) | ||||||||||||||||||||||||||||||||||||||||||||||||
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The Seattle Center Monorail is an
The system retains its original fleet of two
Several government agencies and private companies have proposed expansions to the monorail system since its inception in the 1960s. The most prominent was the
Route and stations
The 0.9-mile (1.4 km) monorail begins at a terminal at
The monorail tracks cross over Broad Street and travel along the west side of 5th Avenue North for two blocks, passing the
Service and fares
The monorail takes approximately two minutes to travel between the Seattle Center and Westlake Center terminals, which are located 0.9 miles (1.4 km) apart.[3] Trains depart from each terminal approximately every 10 minutes, with a single train running continuously. The service has two seasonal schedules, with trains in the autumn and winter (September to May) operating for 13–14 hours per day from Monday to Saturday, ending at 11:00 p.m. on Fridays and Saturdays, and 12 hours on Sundays, ending at 9:00 p.m. The summer schedule is in use from May to September and has weekday trains operating for 16 hours and weekend trains for 15 hours, with service ending at 11:00 p.m. every day.[16] Monorail service is typically reduced on national holidays and closed entirely on Thanksgiving Day and Christmas. During special events at Seattle Center, operating hours are extended and train frequencies are increased to every five minutes by using both trains in the fleet.[17][18]
Operations
A private contractor, Seattle Monorail Services (SMS), founded in 1994, and currently owned by former Port of Seattle commissioner Tom Albro, operates the Seattle Center Monorail.[25] Before 1994, the monorail was jointly operated by Seattle Center and King County Metro, the county's public transit agency.[26] The monorail receives no operating funds from public sources, with costs covered by fares and federal grants for capital projects; the service is unusual among U.S. public transport systems because it makes an operating profit.[27][28][29] The contract between SMS and the city government is renewed every ten years and includes an even split of profits between the two parties.[30][31]
In 2022, the Seattle Center Monorail carried approximately 1.6 million passengers, averaging 3,898 passengers on weekdays and 6,023 passengers on weekends.[1] Following declines due to the COVID-19 pandemic, ridership rebounded in 2022 and 2023 with the opening of Climate Pledge Arena, where event tickets include free transit fares.[32] The service generated $4.3 million in fare revenue and received approximately $1.68 million in capital funds from local and federal governments in 2022.[1] During the Century 21 Exposition from March to September 1962, the monorail carried over 90 percent of World's Fair visitors and had a total ridership of 7.4 million.[8][27]
Rolling stock and guideway
The straddle-beam monorail is entirely elevated and uses a series of 68 hollow support columns up to 30 feet (9.1 m) above street level.[33] The two parallel tracks are carried on prestressed concrete beams that are approximately 70 ft (21 m) long, 5 ft (1.5 m) tall, and 3 ft (0.91 m) wide.[34][35] Several sections use split or one-armed columns that carry one track because of a lack of space on curves;[36] the guideway passes over one building at the intersection of Denny Way and 5th Avenue as part of a long curve in the tracks.[37] The system's maintenance and operations base is underneath the platforms at the Seattle Center terminal.[6]
The system has two
Each train rides on a set of 64 pneumatic rubber tires arranged into eight
History
Early proposals and planning
Several small-scale proposals for monorail systems in the Seattle area were published in the early 20th century, but they were never realized. William H. Boyes, a New York City inventor, was photographed with a replica of his monorail in 1910, with plans to build a line from Seattle to Tacoma. A year later, another Boyes proposal earned an operating franchise from the city government of Edmonds, Washington, but never proceeded beyond the early stages of construction.[48][49] Another plan from the Universal Elevated Railway Company in 1918 envisioned an elevated monorail system that would run along Westlake Avenue in Seattle (near the modern-day monorail terminal), replacing the private streetcar network.[50][51] After the streetcars were acquired by the city government in 1919, its lobbying for a monorail system ceased.[52][53] Other plans for monorail systems were submitted to the Seattle city government in 1930 and 1955, the latter as part of the Everett–Seattle–Tacoma Tollway (modern Interstate 5).[54]
The Seattle city government, supported by civic boosters and the
Bidding and proposals
The
The monorail was seen as a centerpiece to the planned Century 21 Exposition and as a catalyst for future development of a citywide rapid transit system, but would use no local transit funding.[70][71] The operating costs were expected to be paid through fare recovery, while other options were considered for capital funding, including Lockheed buying back the system after the world's fair.[72][73] Lockheed entered into final negotiations with the city and exposition organizers in late 1959, but the transit commission lost interest in running the system after the world's fair was shortened to six months instead of the original eighteen.[74] The system's uncertain financing, not including engineering costs incurred by Lockheed, remained a major concern for the city government as negotiations continued into January 1960.[75]
Alwac International, which had previously estimated it would cost $3.5 million ($27.6 million in 2023 dollars)[62] to install their Alweg monorail system, submitted a proposal in February 1960 to finance and build the project themselves at no cost to the city or exposition organizers.[76] The firm would collect monorail fares and revenue from terminal concessions, and a surcharge on fair tickets, and transfer the system to the city government if the full $3.5 million cost was repaid; in the event that the system did not recoup the investment, it would have been dismantled and removed.[77][78] Lockheed responded by presenting a modified bid to the transit commission in March with a $1 million buyback option, but they were dropped in favor of a new round of bidding by Alwac and the French engineering firm SAFEGE.[79][80]
The Century 21 Steering Committee, serving as the exposition's main organizers, took over negotiations from the transit commission and signed a preliminary construction contract with Alwac on May 20, 1960.
Construction and preparations
In March 1961, the city's Board of Public Works approved the construction and street use permits for the monorail project, which Century 21, Alwac, and local contractor
The wooden forms for the first of 80 monorail columns were laid in early May, and concrete pouring for the first column began on May 23 between Virginia and Lenora streets.
The steel girders at the Westlake Mall terminal were installed in October, followed by work on the Seattle Center terminal.[106] By December 1961, most of the work on the tracks and 54 percent of work on the stations was complete,[107] using 14,700 short tons (13,300,000 kg) of concrete and 970 short tons (880,000 kg) of steel.[108][109] The last of the 138 guideway beams was hoisted and installed on January 9, 1962, near Denny Way to complete 5,200 feet (1,600 m) of track.[110][111] In February 1962, the Seattle Transit Commission approved a contract with Century 21 to allow its employees to operate the monorail trains.[112] Monorail personnel, including drivers and ticket booth attendants, wore blue-and-white poplin uniforms designed for the exposition.[113][114]
The first monorail train, later named the "Blue Train", was shipped in four sections from
World's Fair
The monorail and Space Needle opened for a public preview on March 24, 1962, a month before the formal start of the Century 21 Exposition.[126] The inaugural monorail trip from the Westlake terminal carried 130 passengers who received commemorative medals, including the first riders, who had lined up several hours early.[126][127] An estimated 9,600 people rode the Blue Train on the monorail's first day, as did 24,000 over the preview weekend; service on the first day was suspended an hour earlier than scheduled because of a mechanical issue.[128][129] Government officials and civic leaders officially christened the monorail on April 19. 179,000 passengers had boarded the trains during preview rides.[27][130]
The Century 21 Exposition formally opened on April 21. Monorail fares during the fair were set at 50 cents one-way and 75 cents round-trip for adults and 35 cents one-way and 50 cents round-trip for children.
Fare box revenue generated from March 24 to September 17 fully covered the system's $4.2 million construction costs.[27][41] Alwac retained temporary ownership of the monorail system after the fair contracted to end on April 21, 1963.[137] The city government was tasked with deciding whether the monorail should be demolished or sold to a public or private operator.[138] Alwac was granted an extension of its existing street use permit to operate trains until October.[139][140] Alwac agreed to transfer the entire system, including the terminals and offices, to Century 21 Center, Inc., the operator of the fairgrounds, on June 3, 1963. The transfer came at no cost to Century 21 and allowed the monorail to remain in operation and included an extension of agreements with the city government and Seattle Transit System.[141][142]
Ownership transfer and early years
Century 21 Center, Inc. ran into financial difficulties in late 1964, with $2 million in outstanding debt ($15 million in 2023 dollars),[62] and began negotiating a takeover of all fairground operations by the city government, which already owned the Seattle Center property.[143] As part of cost-saving measures, in October 1964 monorail ticket booths were eliminated and replaced with onboard attendants to take fares.[144] Century 21 Center offered to sell the monorail to the city government for $600,000 ($4.51 million in 2023 dollars)[62] as part of resolving its debts to the city and entering liquidation.[145] Lacking an operating franchise, the corporation's liquidation trustees declined to take the title of the monorail system in December, and elected not to pay $200,000 for demolition.[146] Negotiations continued for several months until the city government agreed in April to terminate its contracts with Century 21 and take over the fairground facilities. The monorail was transferred to the city government in May at a cost of $775,150 ($5.72 million in 2023 dollars),[62] of which $414,128 ($3.06 million in 2023 dollars)[62] was in the form of debt forgiveness.[147][148]
Seattle Center reopened for the summer season on June 1, 1965, with monorail fares lowered the following day to 25 cents for adults on a one-way trip to attract more patrons.[149] The monorail's operating hours were extended to midnight on weekdays and Saturdays, and ridership in the first week of June doubled compared to the prior year.[150] A group of property owners along the monorail route sued the city government in 1965 over the loss of views and other livability concerns stemming from the construction of the line.[151] The city settled the lawsuit in 1968 at a cost of $776,249 ($5.19 million in 2023 dollars)[62] for light and air easements on 82 parcels of property.[38][152]
By the end of the 1960s, the monorail was averaging 10,000 passengers on weekdays and 14,000 on weekends during the peak summer season.
Renovations and preservation
The southern terminus at Westlake Mall was originally a large station that straddled Pine Street along a section of Westlake Avenue that had been converted into a public plaza. The terminal had a sloped moving walkway between street level and the three elevated platforms[113] covered by a "scalloped" roof.[157][158] The plaza at Westlake Mall was sought as the location of an expanded downtown park, leading to a major renovation of the monorail terminal that began in January 1968 and completed in April 1968.[159][160] Reduced monorail service continued while the terminal was shrunk with the removal of the outer platforms deemed unnecessary for post-fair demand and the replacement of the roof with a simpler design.[158][161][162] An emergency repair to the Westlake terminal was made in 1974 at a cost of $100,000 to replace metal shields that caught debris dropped by passengers on the platform.[163][164]
A larger renovation was completed in 1988 to accommodate the downtown park, later named Westlake Park, and the adjacent Westlake Center shopping mall and office complex.[165] The old terminal had been viewed as a "blight" on the area, which the city government sought for redevelopment as the center of Downtown Seattle's retail core beginning in the late 1960s.[165][166] The city considered several proposals for a shopping mall on the block on the north side of Pine Street in the 1970s, including hotels, movie theaters, a potential home for the Seattle Art Museum, and a new monorail terminal, but they were never realized.[165][167] After several years of litigation led by preservation activists, a new proposal from The Rouse Company and a local developer was approved for construction in late 1985.[168][169]
The new proposal included demolition of the monorail terminal to make way for a public park, while trains would terminate at a new station integrated into the shopping mall.
The federal government awarded a $5.6 million grant ($13.2 million in 2023 dollars)[62] for the relocation project in late July, two months after construction began on a temporary terminal at 5th Avenue and Stewart Street.[177][178] The old terminal at Westlake Mall closed permanently on September 1, 1986, and was demolished over the following two months.[179][180] The temporary terminal and its 140-foot (43 m) platform opened on September 17, 1986, allowing monorail service to resume after a two-week suspension.[181] It was built one block to the north at Stewart Street, next to the western track, and only served the blue train.[182] The city council finalized a $7 million spending package ($16.1 million in 2023 dollars)[62] in March 1987 to construct the permanent terminal, which would begin after work on Pine Street for the Downtown Seattle Transit Tunnel advanced beyond the excavation stage.[183][184]
The monorail project included improvements to the electrical systems and an expansion of the Seattle Center terminal, and work on the two trains.[185] An extensive interior refurbishment was cut after the monorail project trended $1.7 million above budget ($3.91 million in 2023 dollars),[62] and was later reduced to new paneling and floorboards.[186][187] The Westlake Center shopping mall was opened to the public on October 20, 1988, with the new monorail terminal on the third floor used temporarily for one day before it closed for additional construction.[188] Several days before the scheduled opening, engineers discovered the west track was two inches (50 mm) too close to the platform and mall building, preventing its use.[189] The discovery was made when a retractable boarding ramp at the terminal scratched the blue train during a test run; a hinge pin that failed to fold properly was identified as the cause for the misalignment.[190] The ramp was fixed in November, but other technical glitches and extended safety testing delayed the opening of the new terminal station for four months.[191][192] The new Westlake Center monorail terminal opened on February 25, 1989, alongside the return of the red train to service.[193]
In 1994, a private company replaced Metro Transit (later King County Metro) and Seattle Center as the monorail's operator, signing a ten-year contract with the city.
The monorail began a long-term closure on March 16, 2020 due to decreased demand amid the COVID-19 pandemic in the Seattle area.[200] It reopened on May 28 with limited service and suspension of cash ticket sales, but was closed again over the weekend because of protest activity in Downtown Seattle.[201][202] Ridership in 2020 declined to 300,000 total, approximately 15 percent of the 2019 total.[203]
Station expansions
The monorail was integrated into the regional fare system in October 2019 with the acceptance of mobile tickets and later the ORCA card.
Construction on the remodeled stations began in April 2021 with the demolition of the station interiors,[206] which required a full suspension of monorail service for several weeks.[208] Another month-long closure began in September to finish construction of the expanded Westlake terminal ahead of the first arena events in late October.[209] The monorail reopened on October 11, 2021, with work completed on the renovated Westlake Center terminal, which is planned to handle up to 3,000 passengers per hour during events. The project was primarily funded by $6.6 million in private spending and a $5.5 million grant from the Federal Transit Administration. The Seattle Center terminal is planned to be renovated at a later date.[19]
Since the opening of Climate Pledge Arena, monorail ridership has recovered to its pre-pandemic levels with more use outside of the peak tourist season.[203] On June 29, 2023, a set of 16 monorail columns on 5th Avenue between Olive Way and Vine Street were painted with portraits of Major League Baseball (MLB) players and local sports fans. The murals by artist Brady Black were commissioned by tourism agency Visit Seattle to celebrate the 2023 MLB All-Star Game, which Seattle hosted in July. Black and several volunteers painted the portraits onto mural cloth and transferred them to vinyl to be installed by crane on the columns.[210]
Expansion proposals
The monorail has been the subject of several expansion proposals, with the primary goal of expanding it into a citywide rapid transit system. In 1961, businessman Ben B. Ehrlichman proposed that the then-unfinished monorail be extended north to
The
The city government announced its own plan in 1970 to extend the monorail to a parking garage on
ETC and Seattle Monorail Project
The
The city government appointed a board for the ETC (later renamed the Seattle Monorail Project) and funded early planning work, but did not agree to fund a $4 million feasibility study in 2000.
The monorail project initially attracted two bids led by
The monorail project, including a $4.9 billion financing plan for a 10-mile (16 km) line, was abandoned after a fifth ballot initiative in November 2005, when 64 percent of voters rejected it.[233][234] The Seattle Monorail Project was formally dissolved in January 2008, having spent $124.7 million on planning and property acquisition.[235] The "Green Line" corridor from West Seattle to Ballard was later included as a light rail project in the Sound Transit 3 ballot measure, which was passed by voters in 2016.[236] The light rail line, scheduled to open in the 2030s, incorporated some elements from the monorail plan into its early project feasibility studies.[236][237]
Accidents and incidents
On October 20, 1962, the penultimate day of the Century 21 Exposition, the red train struck a bumper stop at the Westlake terminal—the first accident on the monorail system. None of the 400 passengers were injured, but the train's window and nose were damaged, requiring a patch and two hours of repairs before returning to service.[238] The red train was damaged in a similar manner on August 14, 1963, striking the Westlake terminal's bumper while on a test run after the first set of brakes failed.[239]
The first major accident involving the monorail occurred on July 25, 1971, when a brake failure on the red train caused it to strike a girder at the end of the track in the Seattle Center terminal.
A similar incident on the blue train occurred on May 21, 1979, injuring 15 people at the Seattle Center terminal. The monorail's brake system was not found to be at fault, but the disabling of the onboard speed control system was criticized by city officials.[246][247] The monorail struck a bumper at the temporary downtown terminal on August 27, 1987, causing no injuries but breaking the glass window, which fell onto a parked car below. The incident was later blamed on driver error.[248][249]
On May 31, 2004, a fire broke out on the blue train as it passed through the Experience Music Project with 150 people aboard; eight suffered minor injuries.[250] Passengers were evacuated using ladders deployed by the Seattle Fire Department to the red train, which traveled back to the Seattle Center terminal. The fire was determined to have been caused by a snapped drive shaft that damaged a collector shoe, which began to short circuit. The electric current melted through the shoe's aluminum housing and arced, causing sparks that ignited the undercarriage's grease and oil, creating a fire that entered the interior and ignited the seat cushions.[251] The red train re-entered service on December 16, while the blue train returned on May 2, 2005, after extensive repairs.[251][252]
The two monorail trains clipped one another on the curve above 5th Avenue and Olive Way near the Westlake Center terminal on November 26, 2005, at around 7:10 p.m. The southbound blue train's driver caused the collision when they failed to yield while entering a gauntlet track north of Westlake created by the 1988 renovation.[13][253] The two trains carried 84 passengers who were evacuated using firetruck ladders, including two people hospitalized with minor injuries.[254] Within a week, the trains were separated and towed via crane to the Seattle Center terminal to undergo extensive repairs that cost $4.64 million ($6.75 million in 2023 dollars),[62] funded through an insurance payout and contributions from the federal government and the private monorail operator.[255][256] Instead of using a traditional contractor, the Seattle Opera props department constructed a new set of nine aluminum doors—eight for the red train and one for the blue train—at their Renton warehouse.[257] The monorail was expected to resume service on July 18, 2006, but problems found during last minute testing delayed the resumption of service to August 11.[258][259]
On July 31, 2023, a male 14-year-old from
Popular culture
Along with the Space Needle, the Seattle Center Monorail is considered an iconic landmark of the city of Seattle and is among the most popular tourist attractions in the state.[31][263] It was featured in the 1963 musical film It Happened at the World's Fair, which starred Elvis Presley and was filmed during the Century 21 Exposition.[8] The monorail and Space Needle were depicted on the cover of Life magazine and on commemorative stamps and coins issued during the world's fair in 1962.[264][265] The Monorail Espresso coffeehouse was named in honor of the monorail and originally began under the Westlake terminal in 1980 as the first downtown coffee cart.[266][267]
See also
References
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- ^ Gordon (2003), p. 13.
- ^ Gordon (2003), pp. 11–12.
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Further reading
- University of Washington Civil Engineering Department (October 1962). Seattle Monorail: A Mass Transportation Demonstration Study. Housing and Home Finance Agency. Retrieved March 6, 2020 – via Seattle Public Library Special Collections Online.
- Keiser, Charles E.; Anthon, Harold S.; Wolf, Carl W.; Keevil, Charles; Gaul, Dave Q. (August 1963). Engineering Study: Seattle Monorail (Report). Chicago Transit Authority. Retrieved January 18, 2022.
External links
- Media related to Seattle Center Monorail at Wikimedia Commons
- Official website