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Double-tall buses: sitting pretty

Community Transit, serving north of Seattle, has made the smart move of buying sleek double-decker commuter buses. The ride is thrilling, and the views are stunning.

Boarding a new Community Transit double-decker.

Boarding a new Community Transit double-decker. Community Transit

By now, most people who have spent time in rush hour within downtown Seattle or on I-5 have noticed the big new double-decker buses lumbering along. Streamlined and gloss white, they are a recent addition to the fleet of Community Transit. Over a year ago, CT bought a couple of dozen of these big behemoths. But it took a while in order to comply with newly adopted federal funding requirements of “Buy America.”

The stylish, vehicles formally called Enviro500’s are 14 feet high and 42 feet long; they seat 49 on the upper level and 28 downstairs, with more room for standees. They are built by Alexander Dennis Ltd, based in the United Kingdom. Alexander Dennis is a bus manufacturing company that has been in business for many decades, albeit under other names. We are one of only a handful of places in the U.S. with these unusual vehicles, but the company’s North American market is growing.

For a few hours each day, downtown Seattle resembles bigger cities like Hong Kong or London  where many different types of public transport jostle about, disgorging or accepting passengers. CT has given the unique buses the clever name of “Double Talls,” after one of our most popular caffeinated regional drinks.

I was determined to experience riding the Euro-styled bus, but alas they are now mainly for express routes serving locations further north. (Community Transit serves the Seattle/Shoreline/Everett corridor.) A visit to a friend who lives across the Snohomish County line finally provided the chance. It took a little doing to find the correct stops as they only pull up to a handful of locations on Second and Fourth Avenues. And they are only used on certain routes and at certain times. But with some CT website research and a little luck I found myself stepping onto Route 413.

I must confess a childlike glee in being one of the first to board and making a dash up the narrow staircase to nab the very front seat on the upper level. There I found reclining seats facing a huge wrap-around window, giving an illusion of sitting in a raised sedan chair above the fray of the bustling crowds and cars below.  What a vantage point! I’m not sure any other moving seat traveling on city streets quite matches the airy height and sweeping view. Even the cabs of semi truck trailers are not so highly elevated. Streaking down Second Avenue on such a perch was quite the visual thrill.

The route took us to a downtown street I have rarely ever been on — the one-block-long Terrace Street, next to an elegant wedge-shaped building that was shoehorned a century ago into a triangular parcel along Yesler Street.  After picking up a few more passengers there, the bus turned onto Fifth where an exclusive “contra flow” bus lane leads to the I-5 tunnel entrance under the Municipal Tower.

Normally, trees along bus routes have been trimmed to allow the unimpeded passage of buses. But the trees on Fifth have not yet been “topiaried” into overhanging canopies. So every few yards, another clump of branches and leaves would smack into the glass and scrape down the length of the bus. Other regular commuters barely noticed; this being my first time the sight of tree branches heading towards my face at high speed was a tad disconcerting.

But that was nothing once the bus dove into the express lanes. The concrete ceiling above loomed a mere few inches above my head; dark, heavy concrete rushed by at a fast clip. Just when I was thinking they surely must have followed some exacting specifications for clearance, up ahead was an even lower ceiling. For a second, I recalled the hapless bus driver who followed GPS instructions right into the low stone bridge at the Arboretum a few years ago. Yikes!

I’ve been in double-decker buses before, mainly the cousins of these that ply various cities, giving commercial tours, some without tops. But those amble along slowly, meandering along streets at a leisurely pace. By contrast, in the northbound express lanes, it felt like the driver was trying out for the annual race at Monte Carlo. But inside a hallway.


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Comments:

Posted Wed, Oct 12, 7:49 a.m. Inappropriate

"must confess a childlike glee in being one of the first to board and making a dash up the narrow staircase to nab the very front seat on the upper level."

Lucky!

sandik

Posted Wed, Oct 12, 9:04 a.m. Inappropriate

Why doesn't Paccar? Well, they used to. In grades 1-3, I road a Pacific brand school bus in Stanwood, they were a favorite of the drivers and the kids.

It was a KW chassis, and "Pacific" body--100 % Paccar. You can still see some sitting around in various farm fields throughout Snohomish County, if you look closely.

Bus business is very tough, and low volume for transit busses. Agencies are nit-picky about specs, regardless of facts, so it makes competition difficult.

That is why these come from UK.

the Geezer

Geezer

Posted Wed, Oct 12, 10:41 a.m. Inappropriate

Paccar could fill the bill. Unfortunately the current head is a Koch wannabe and wouldn't admit to transit being good for business.

Posted Wed, Oct 12, 2:01 p.m. Inappropriate

So Mark, how much did Community Transit pay you for this little puff piece? And when exactly did Canada (home of New Flyer Industries, which builds most transit buses operated in the U.S.) become "overseas"?

Really, like so many others who write for this digital rag, you need to get out more.

orino

Posted Wed, Oct 12, 2:39 p.m. Inappropriate

I wonder if these buses fit under the trolley wires?

GaryP

Posted Wed, Oct 12, 7:41 p.m. Inappropriate

NovaBus - produced by New Flyer Industries in Canada - is actually a subsidiary of the Volvo Corporation, now (even in Europe) one of a very small number of transit bus manufacturers. In the UK, there were many different manufacturers of double deck buses... typically with the chassis produced by one manufacturer (remember Leyland, AEC and Bristol?) and the body built elsewhere by a coachbuilder - often one which had started out building horse-drawn vehicles! Today's buses are more typically built as integrals, with one manufacturer building the complete body frame and only the engine/gearbox/axles sourced elsewhere. Thus, both Volvo and Alexander Dennis became established in North America, setting up local assembly plants and locally sourced components to comply with the "buy America" program. With a 10-15 year projected life, bus production will never become high volume, so success for new entrants into the transit bus market will never come easy.

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