Interurban

...now browsing by tag

 
 

SIR Spring Populaire 2017

Monday, March 13th, 2017
SIR Spring Populaire 2017 - A wet section of the BGT

A typical stretch of Spring Populaire 2017

This was the third Populaire I’ve done with the Seattle International Randonneurs and the third one where it rained. This was the rainiest of the bunch though.  The ride started 9am at Woodland Park in the Wallingford neighborhood of Seattle.  It started drizzling a few minutes before the start and was a good steady rain by the time we reached the Burke-Gillman Trail (BGT) heading toward Golden Gardens State Park.  By around mile 15 my cue sheet had completely disintegrated. By mile 21 my bicycle computer konked out.  I pretty much relied on the fact that the route was mostly a there and back to Redmond on the BGT and trying to stick with a group of riders.

SIR Spring Populaire 2017 - Pre-ride announcements

Pre-ride announcements

The downside of that though was that most of the ride was on rail trails.  We rode a stretch of the BGT to Golden Gardens, did the climb up to Loyal Heights, cut across to the Interurban which we rode north to the BGT Connecter.  The Connecter – which is a newly “signed route” – was one of the routes I’d worked out back when I lived on the eastside.  It features a long descent down to Lake Washington in Lake Forest Park.  A soaking wet descent on this day. Then it was pretty much the trail to the Redmond Whole Food Plaza which was a control and place for food/coffee/drying out.  I changed my socks there and grabbed some produce bags to try to keep them dry for the ride back. I also downloaded the route to my phone, but it being so wet I wasn’t sure I could really rely on the phone.  But since it was 11 miles back on the BGT I knew I was set for a while.

SIR Spring Populaire 2017 - Randos disppearing ahead

Randos disappearing ahead on the BGT

It was a slog back on the BGT, though there was a good 20 minutes without rain.  The fresh pair of socks in their shopping bags did a good job keeping my feet dry.  I was alone most of the time, once passed by about 8 randos who’s pace was definitely outstripping mine.  The next group that overtook me, I made a point of sticking with and was able to take advantage of their surviving cue sheets and GPS to get to the finish. This last bit climbed up into Ravenna, made it’s way under I-5 and then the final climb to Phinny Ridge.  As always the ride ended at Zeek’s Pizza where I had my usual Veggie Thai pizza and a couple of pints.

SIR Spring Populaire 2017 - Pumpkin Orange XO-1 at the finish

Pumpkin Orange XO-1 at the finish.

The rain had stopped when I left but a brutal wind out of the south (the direction home of course) had picked up. So I rode to UW and took the Light Rail to Beacon Hill. So good times all in all. Character was built.

Spring Populaire 2017 Route on RideWithGPS

Spring Populaire 2017 Route on RideWithGPS

My Photos here: SIR 2017 Spring Populaire
Ride info here: Spring Populaire
Map here: Ride with GPS map

Posted from Seattle, Washington, United States.

Riding the Interurban

Thursday, March 15th, 2012

Riding the Interurban - Public Art

Watch out for that train!

It’s been a rainy week in Seattle (and all around the PNW), with strong wind, sleet and even wet snow on a few days.  And it was just starting to seem like spring was around the corner. Of course it is, less than two weeks away, and this wetter chillier weather isn’t stopping the plants from sprouting and the trees from budding. It’s typical Western Washington March weather really.  We can get into periods like this throughout March and April with it just slowly warming up.  Anyway I was working on this post during some serious periods of rain today when I looked out the window and saw blue sky. I hurriedly changed into my cycling togs and set out for a bit of a rid. It was rather windy, but there was blue sky and sun and not even quite as cold as I was expecting. It wouldn’t last though and the last 3-4 miles were in a torrential downpour with serious gusting winds.  Still pretty fun and nice to be back on the bicycle even for just a 10 mile jaunt.

Waiting for the Interurban

Since moving into the city I’ve found myself often riding on the southern end of the Interurban North trail.  The northern end  I’ve often ridden as I had a loop I’d do from Woodiniville toward Everett and then south on the Interurban to Shoreline and back toward Woodinville. Every so often I’d ride it all the way into Seattle and then make my way on city streets to Greenwood where my sister lived or further on into Fremont or Ballard.  Roughly the route I took on these city streets has been signed as part of the Interurban North and bits of it where they can has been made into a dedicated rail-trail. When I need to head from the city toward Woodinville (where I have some stuff in storage) I’ll often take the Interurban to Shoreline and cut over and I’ve found this an enjoyable route. I’ve long meant to do a post talking about the history of the Interuban beyond as a rail trail and this rainy week is a good opportunity to do so.

 

Riding the Interurban

Electric interurban railways played a major part in defining early twentieth century transportation routes and growth patterns in King County. Early roads were primitive and before the development of the first inter-city rail service in 1899, most shippers and commuters on Puget Sound relied on water transport and “Mosquito Fleet” steamers for mobility. By 1912, private interurban lines connected Tacoma, Seattle, and Everett, but modern highways would soon offer fatal competition. Seattle-Tacoma service ended in 1928 with the opening of Highway 99, and Seattle-Everett service ended 11 years later (Seattle ripped up its streetcar lines in 1941). After the rejection of previous rail rapid transit proposals, regional voters approved a Sound Transit system in 1996. In September 2000, Sound Transit inaugurated commuter rail service between Seattle and Tacoma. (1)

The above single paragraph summary, from HistoryLink.org, of the history of commuter transit in the Puget Sound also nicely illustrates the short-sided thinking of the the age of oil.  For the last hundred odd years cheap energy has allowed massive changes in how human societies have operated and no-where has this been more dramatic then here in the United States. By the early 20th century in here in the Puget Sound we had a pollution free transit system that utilized hydro-electric power (which is not without its issues, but carbon emissions is not one of them) with city-wide trolleys and interurban networks that connected the major cities. The rise of the automobile and the shift of our society toward individual personal transportation among all the other devastation this led to (suburbia, strip malls, massive highway systems, an automobile focused culture, etc) rapidly ended both the trolley networks and the interurbans.  One hundred years later we are attempting to recreate this public network (now called light rail) at massive cost and dogged at every step by vicious struggle with those invested in the existing car culture.


An old passenger car in a farmers field on Fidalgo Island

This shift has occurred because the era of cheap energy is coming to a close.  During this era we have cast away a vast amount of resources and set ourselves up to be massively impacted by the change. Fully exploring the decline of cheap energy is beyond the scope of this post but for some good straightforward reading on the topic read this post: Oil Demand Shift. For a more numbers orientated perspective that deals with some of the outcomes check out this post: Peak Oil Perspective. So now we have here in the Puget Sound a very late effort to replicate the network of the Interurban and citywide transit. With our hilly terrain, many lakes and the Puget Sound itself this presents many challenges but also makes it more necessary. Bicycling is of course a primary way of getting around for myself but public transit is a major component as well. Sound Transit has now added a heavy rail commuter line that basically replicates the Interurban. Not quite like a bus or light rail in that it only runs during commute times but at least city connections have been made. Likewise its light rail network runs from downtown Seattle to SeaTac (the airport) and is being extended to the University District to the north, Federal Way to the South and across Lake Washington to Bellevue.  While way behind fellow West Coast cities of Portland, San Francisco, Vancouver et al along with a well used bus system it seems like we are finally heading toward a region-wide system. A return to the past as it were.

 

The start of the Interurban

Riding the Interurban - A Signed route at first

The right of way of the Interurban has thankfully not been lost: along with the rail it has always been a corridor used by Seattle City Light to run power lines into the city (and previously power the trains).  The land beneath these lines was a candidate for rail-trailing and it has been over many years turned into a 29 mile route that includes paved trail and signed route through neighborhoods and city streets. During that brief window of sun today I set out into the city to find the start of the Interurban North. I rode along Lake Union until I intersected it on Dexter and then rode south until I encountered the Interurban End sign. Crossing the street was the above sign and I rode up a few blocks without seeing anymore so I guess the start of the route goes unremarked. From here the route heads north on Dexter all the way to the Fremont bridge, which crosses and then heads up Fremont Way to Phinney Ridge, skirting Greenlake then mostly staying west of I-99/Aurora all the way through Shoreline (for a whole map of the route check out this great pdf).

 


Riding the Interurban - A signed route in these North Seattle Neighborhoods

After the city streets the first part of the interurban is all nice neighborhood riding

Riding the Interurban - Nice signage Aurora is a major route north, though it itself is overshadowed by I-5 to the east.  99 more or less killed the Interurban Railway back in the day and while one can ride on it (and sort of have to at times depending where you are going) it never is a good time.  The Interurban route is a nice alternative and shows off these northern Seattle neighborhoods nicely. Eventually there begin a few sections of separated trail and once the city of Shoreline is reached it is more on trail then not. There are always bits and pieces of trail connected by streets on this route and really adds to its character. A lot of riders complain about finding their way on the trail and getting lost, but I always found that part of its charm. I really have never gotten that lost on it at all though the first few times I rode it I often inadvertently skipped sections and I though it ended a mile or so before it really does.

 

Riding the Interurban - One of the newer bits

Park at the start of the Shoreline section

The trail has taken years (decades even) to get to where it is now and it is always been worked on. I encountered a new section in progress that bypass some street riding in Shoreline just a week or two ago.  The first part of the actual rail-trail to be built was the  Northern Shoreline to Everett sections and the South Shoreline to Seattle bits are newer and have a lot more surface street sections.  This new bit connects these older and newer sections better then the surface street option and it is nice to see. Another part of this new construction was to pave what was basically an a dirt surfaced alleyway and to repave a narrow, beat-down road that bordered Lake Ballinger with a demarcated bicycle path. Both of these I always used to take but it’s a lot easier and nicer now.

 

Riding the Interurban - New section in progress

New section in progress

Riding the Interurban - Interurban markers After this new chunk you get onto the start of the old Interurban which is a lot more trail based but still of course has it’s share of surface street riding. One thing that is notable about the Interurban is the amount of infrastructure it has. It has more overpasses, underpasses, parks and signage then any rail trail in the Seattle area. A lot of the latest construction has been overpasses that cross Aurora and I-5 and bypass around parking lots and malls.  The trail lives up to its name in that you encounter two major cities, Seattle and Everett and ride through outskirts of numerous smaller cities: Shoreline, Edmonds,  Montlake as well as several Seattle neighborhoods: Fremont, Phinney Ridege and Greenwood. There are several suburban lakes that you pass by that the motorist may never know lies on the route: Bitter Lake, Echo Lake, Lake Ballinger and Hall Lake.

 

IMG_0383

A section in the woods, but it's just east of I-5

The route eventually cross Interstate 5 and after wandering through some interstitial boundary woods it returns to the separated trail which features some the longest straightest sections along the freeway. At times it pops into the trees that border the interstate and one surface street section seems to be almost rural land. It is always interstitial though, the route is almost always in-between a major road and and urban area that is just a ways from it.  Toward the end, in Everett, though the route is now west of the 5 to the east it descends into valley land and if you can get over there and get out of the suburbs you truly can do some rural riding. But at the same time you can continue into Everett and by heading north and a bit west end up downtown in one of the larger cities in Washington State.

 

Riding the Interurban - Interurban Park

Not quite the end of the Interurban, but nearly.

In the end the Interurban returns to how it begins: more surface streets connect short cantons of path.  These are the suburbs of Everett and in the end you either ride into that city, cross over the Five and head into Snoqualmie Valley or turn around and ride back.  I’ve never seen the trail as busy as the Burke-Gilman Trail but it gets used by commuters, dog walkers, cyclists and other recreational users.  It has a different character then most regional trails and it used differently. It requires more attention and navigation then some and that seems to keep the racer cyclists down. Its urban character is certainly different and far different then the ruler straight, flat Interurban South that goes through mostly light industrial. It’s history and preservation of this once vital transportation route has always fascinated me.

 

Riding the Interurban - nice day

Fantastic winter riding

I tend to use the regional trails as connectors – I prefer to ride on the streets and find the trails often too crowded or too flat or otherwise not interesting. There are sections of streets you want to skip and they come into their own then and of course riding on them on the way back from a long tiring ride is often a better choice (or at night in some places). But the interurban, with its length, its mix of trail and surface streets and its unique character has made it a trail I tend to ride a bit more early in the season. Since moving to Seattle the signed route has been more utilitarian but on a beautiful late February day I rode nearly the whole thing and enjoyed it as ever. Since I’ve ridden on this numerous times this year, I’ve included pictures in the set from several different rides (including today even) but mostly I picked from that unseasonably sunny and warm day.

Check out more pictures in my Riding the Interurban photoset on Flickr

Further Reading
(1) Interurban Rail Transit in King County and the Puget Sound Region on HistoryLink.org
(2) Interurban article on WikiPedia
(3) Puget Sound Electric Railway article on WikiPedia
(4) Interurban North page at the City of Lynnwood site
(5)  Interurban page on King County website
(6) City of Shoreline’s Interurban Page
(7) Interurban Trail page on Wikipedia
(8) Interurban Map (pdf)