# Transportation Commission Charts Course Through Major Transit and Speed Policy Changes The September meeting of the Bellingham Transportation Commission tackled sweeping changes to both public transit service and citywide speed limits — two initiatives that could reshape how residents navigate the city for years to come. ## Meeting Overview Chair Addie Candib called the September 9, 2025 meeting to order at 6:00 PM at the Pacific Street Operations Center, with eight commissioners present (Jacki Quinn excused). The hybrid in-person and virtual format continued to accommodate public participation, with presentation materials shared on screen for remote attendees. The evening's agenda centered on two major policy discussions: Whatcom Transit Authority's proposed 2026 service restructuring around Western Washington University, and the city's new approach to setting speed limits based on safety rather than traffic patterns. Both represented significant departures from current practice, prompting detailed questions from commissioners about implementation and long-term impacts. ## WTA's Western Campus Service Overhaul Malcolm Duncan-Graves from WTA's planning team presented what he described as their most comprehensive service change in years — a complete redesign of routes serving Western Washington University and surrounding neighborhoods. The proposal emerged from nearly a year of analysis using new automated passenger counter data that revealed dramatic ridership spikes when classes begin and end. "We see massive spikes in load when classes get out of session at Western. Western's classes are all timed," Duncan-Graves explained. "Students are getting out of class and getting to class at the same time, and so we see huge spikes in our ridership, and then major drop-offs throughout the rest of the day." The current system operates ten routes through the area, creating what WTA staff called an unnecessarily complex network that struggles with on-time performance and efficiency. The new design centers on Route 190 as a "backbone" service running every 15 minutes from downtown to Lincoln at Lakeway, extending the existing GO line concept. Supporting this core route would be scheduled campus shuttles — potentially branded as "Viking shuttles" — that loop around campus during peak class times. These one-directional loops would provide additional capacity when students need it most while reducing empty "deadhead" miles when demand is low. The plan also introduces three new routes: Route 5 connecting Fairhaven to downtown via Samish Way (avoiding campus delays), Route 6 serving the York neighborhood, and Route 7 providing Happy Valley service. All would coordinate with timed transfers at key points including downtown station, Bill McDonald at Samish, and the campus recreation center. Commissioner Betty Sanchez questioned whether the changes would improve service for Sehome High School students, recalling previous discussions about scheduling conflicts. Duncan-Graves clarified that Sea Home wasn't the school with timing issues, but that traffic congestion from the high school's 2:30 PM dismissal actually delays WTA buses considerably. The relationship to potential bus rapid transit drew interest from commissioners. WTA's Tim Hohmann explained that the changes would actually prepare for future upgrades: "We have one route now that's providing 15-minute service, and it's kind of simplifying that entire corridor, providing that entire corridor link that could be turned into rapid transit more easily than if we had multiple routes creating that 15-minute service." Commission Chair Candib pressed for details about monitoring the changes, noting this might be WTA's last major service modification for some time due to funding constraints. Duncan-Graves acknowledged they had reserved capacity to add shuttle trips if initial ridership data showed gaps in coverage. ## Revolutionary Approach to Speed Limits Paul Sharman from Transpo Group presented the city's proposed new methodology for setting speed limits — a fundamental shift from reactive to proactive policy that prioritizes safety over existing driving patterns. Bellingham currently relies heavily on 85th percentile speeds, essentially setting limits based on how fast most drivers already travel. The new approach would instead consider roadway context and multimodal safety to determine appropriate speeds, even if those are lower than current traffic patterns. "We are now trying to be more proactive," Sharman explained. "We've kind of historically been setting speeds to adapt with how people drive, and we are now trying to be a bit more proactive." The urgency became clear in crash data spanning 2020-2024: 15 fatalities on Bellingham streets, with 45% of serious injury and fatal collisions involving pedestrians or bicyclists. Statewide, 86% of such crashes occur on roads with speed limits over 25 mph, while in Bellingham that figure is 50%. The new methodology uses two indices to determine appropriate speeds. A "Multimodal Safety Index" considers pedestrian and bicycle activity levels, crash history, and on-street parking. A "Roadway Context" score evaluates land use, functional classification, and access density. Roads scoring high on safety concerns in urban contexts would receive 20 mph limits, while low-activity rural arterials might remain at 45 mph. City staff ultimately selected this NACTO (National Association of City Transportation Officials) based approach over alternatives from WSDOT and national research programs, finding it offered the best balance of flexibility and clear reasoning for decisions. The proposed changes would be extensive: introducing 20 mph limits in the downtown core, reducing many arterials from 35 to 30 mph, and capping city speeds at 45 mph (down from current 55 mph limits on roads like Meridian and Sunset). Additionally, all residential streets would default to 20 mph. Commissioner Miller raised a crucial concern about circular logic: "You will have areas that have low pedestrian activity and low history of accidents because it's such a terrible place for pedestrians or bicyclists to be that they don't go there because it's so bad." Transportation Engineer Shane Sullivan clarified that the methodology considers potential rather than just existing activity, incorporating level of traffic stress and planned improvements from bicycle and pedestrian master plans. If a street appears on priority project lists, that influences its safety index even before construction. The policy also includes flexibility mechanisms: geometric challenges can trigger automatic 5 mph reductions, while "local engineering judgment" allows staff to make case-by-case adjustments within narrow bounds. Commissioner expectations around compliance generated extensive discussion. Sullivan was frank about limitations: "Lowering the speed limits to something that's more context-sensitive typically will reduce those high, outlier speeds more so, and it'll have a very modest reduction of like the 85th or 50th percentile. So we don't expect, you know, like, maybe 1 or 2 miles an hour lower just by lowering the speed limit." The real value, he explained, lies in establishing clear expectations and identifying where additional interventions are needed. If speeds remain dangerously high after limit reductions, that signals locations requiring traffic calming or redesign. Commissioner Candib asked about the downtown-only application of 20 mph limits, wondering why similar contexts like Fairhaven weren't included. Sullivan noted downtown's unique combination of factors: highest multimodal activity, existing signal timing for 20 mph progression, and active crash problems. Many Fairhaven streets would already become 20 mph under the residential default. ## Public Input on Speed Changes The evening began with public comment from Miles Silverman, a Cordata resident who expressed enthusiasm for most proposed speed reductions while offering specific concerns. He supported dropping Eliza Road from 35 to 25 mph but questioned keeping Klein Road at 30 mph given houses facing directly onto it. For Barclay Boulevard, Silverman suggested maintaining 30 mph limits through the urban village section rather than keeping the eastern portion at 35 mph: "I think, given that there are apartments right along there and entrances onto streets from that road, that seems a bit fast to me." He also advocated for 25 mph on James Street north of Kellogg and in Samish Way's urban village section, arguing that 30 mph discourages the pedestrian activity these areas are designed to promote. "Those nitpicks aside, I am generally thrilled to see the city lowering speed limits to a safe level," Silverman concluded. "Now all that remains is changing the road designs so that people will actually follow those lower speeds." ## Bellingham Plan Transportation Chapter Transportation Planner Dylan Casper provided a brief update on the comprehensive plan revision, noting the transportation section had been streamlined significantly. The main document now focuses on high-level goals and policies, with technical details moved to a separate Multimodal Transportation Plan document. "Really what you're gonna see in this main document of the plan is just more high-level, the goals, the policies, there's some of the GMA requirements," Casper explained. "All of the technical aspects of the plan live in this Multimodal Transportation Plan, which is linked there." The Planning Commission was scheduled to hold a public hearing September 18th, with City Council action expected in November or December. Commissioner Agosti raised concerns about the plan's mode shift targets, arguing they were substantially weaker than 2016 goals and inconsistent with other comprehensive plan objectives. The 2025 plan aims for more modest increases in walking and bicycling, based on realistic assessments of recent trends rather than aspirational targets from bicycle advocacy organizations. "Our mode shift goals should reflect what we need to hit to hit the goals and policies of the comp plan," Agosti argued. "And then we work backwards from there on what we need to do on the streets and infrastructure to hit those goals." Casper defended the approach as setting achievable minimums rather than aspirational maximums, noting that infrastructure improvements alone likely won't drive dramatic mode shift without accompanying policy changes and education programs. ## Staff Updates on Multiple Fronts The evening's packed agenda included brief updates on several ongoing initiatives: **Community Streets Program**: Transportation Engineer Shane Sullivan reported strong public response to the new neighborhood traffic safety program, with 401 survey responses received during the May-June public input window. However, 68% of concerns were located on arterial streets and thus ineligible for the residential-focused program. The 53 eligible responses on residential streets grouped into 20 discrete study locations — below the program's 25-location capacity, meaning all eligible requests would be evaluated. Staff planned to present final project recommendations at the October commission meeting. **Holly Street Design**: Public Works Assistant Director Mike Wilson provided updates on the permanent Holly Street bicycle facility design, noting consultant work was producing alternative analyses for the Ellis-to-Broadway segment. Recent interim improvements to the pilot project had generated much less controversy than earlier versions, with ridership remaining 50% higher than the previous year. Commissioner Agosti expressed concerns about the current design, arguing it removed protection that had proven effective while creating intersection treatments that served neither confident nor hesitant cyclists well. The permanent design process would need to address these competing user needs. **Commute Trip Reduction**: Wilson noted the CTR ordinance revision continued moving through the city attorney's office, with staff working to balance comprehensiveness with implementation practicality by studying approaches used in other cities. **TRAM Update**: Transportation Planner Dylan Casper reported ongoing work on the annual Transportation Report on Annual Mobility, with updated completeness percentages and GIS integration. The 2025 version would be similar to last year's format, with a more substantial overhaul planned for the following year. ## Process Questions and Next Steps Several commissioners questioned the process around both major agenda items. For speed limits, Commissioner Candib asked whether the Transportation Commission would have opportunity for formal action or just input. Sullivan clarified that both the policy adoption and specific speed limit changes would require City Council approval, with the commission serving in an advisory capacity. For the WTA service changes, the commission's role was similarly consultative, with final decisions resting with WTA's board following public engagement through October. The speed limit presentation was scheduled to go before City Council September 29th, with Traffic Safety Committee review on September 22nd. The formal policy report including shared streets provisions would come later in the fall, followed by implementation planning for what would be hundreds of sign changes citywide. ## Closing Thoughts As the 8:06 PM adjournment approached, commissioners reflected on the scope of changes under consideration. Both the transit restructuring and speed limit overhaul represented years of technical work translating policy goals into operational reality. The WTA changes reflected growing pains around Western's continued enrollment growth and the challenge of serving both campus and community needs efficiently. The speed limit methodology represented a philosophical shift toward designing for the community Bellingham wants to be rather than accommodating existing driving patterns. Together, these initiatives could significantly alter how residents experience transportation in the city — potentially making streets safer for walking and biking while providing more reliable transit connections. The coming months of public engagement and City Council deliberation would determine whether these technical recommendations become transformative policy changes.

### Meeting Overview The Bellingham Transportation Commission met on September 9, 2025, to review several major transportation initiatives. The meeting focused heavily on WTA's proposed 2026 service changes for the Western Washington University area and a comprehensive citywide speed limit policy that could significantly alter how traffic moves through Bellingham. ### Key Terms and Concepts **85th Percentile Speed:** The speed at which 85% of drivers travel on a roadway, traditionally used to set speed limits but being moved away from in favor of context-sensitive approaches. **APC Data:** Automated Passenger Counter data collected by infrared sensors on buses that count passengers boarding and alighting, providing detailed ridership information. **Multimodal Safety Index:** A scoring system that considers pedestrian/bicycle activity, collision history, and on-street parking to help determine appropriate speed limits. **Campus Shuttles:** New one-directional loop routes proposed by WTA to serve Western Washington University during class times, potentially branded as "Viking Shuttles." **Shared Streets:** A new state law allowing cities to designate certain roadways where pedestrians and bicyclists have priority over vehicles, with speed limits as low as 10 mph. **Community Streets Program:** Bellingham's initiative to address neighborhood traffic concerns on residential streets through small-scale improvements funded at $200,000 per year. **NACTO City Limits Methodology:** A speed limit setting approach developed by the National Association of City Transportation Officials that considers roadway context and safety rather than just driving speeds. **Roadway Context:** A classification system (A through D) that considers land use, functional classification, geometry, and access points to help determine appropriate speed limits. ### Key People at This Meeting | Name | Role / Affiliation | |---|---| | Addie Candib | Transportation Commission Chair | | Malcolm Duncan-Graves | WTA Planning Team | | Paul Sharman | Senior Planner, Transpo Group | | Shane Sullivan | City Transportation Engineer | | Dylan Casper | City Transportation Planner | | Tim Hohmann | City Staff | | Miles Silverman | Public commenter | ### Background Context Bellingham is undergoing significant transportation planning changes driven by safety concerns and evolving best practices. The city has experienced 15 traffic fatalities over the past five years, with 40% involving pedestrians or bicyclists. This has prompted a comprehensive review of speed limits moving away from the traditional 85th percentile approach toward context-sensitive design that prioritizes safety over vehicle convenience. Meanwhile, WTA faces operational challenges serving Western Washington University, where synchronized class schedules create massive ridership spikes followed by near-empty buses. The transit authority is proposing its most significant service restructuring in years, focusing on a simplified route structure with better connections but requiring some passengers to transfer between buses for the first time. The city is also implementing its new Community Streets Program, which received overwhelming response from residents—401 survey submissions—though 68% were on arterial streets outside the program's scope, highlighting broader traffic concerns throughout Bellingham. ### What Happened — The Short Version WTA presented a major restructuring of bus service around Western Washington University, replacing 10 complex routes with a simplified system built around a 15-minute backbone route (190) supported by campus shuttles and three new connecting routes. The changes require some transfers but promise better reliability and efficiency. The commission received a detailed presentation on proposed citywide speed limit changes affecting most of Bellingham's arterial and collector streets. The new policy would introduce 20 mph limits in downtown, reduce many 35 mph streets to 30 mph, and eliminate speed limits above 45 mph on city roads. The approach prioritizes safety and context over how fast people currently drive. Staff provided updates on multiple ongoing projects: the Community Streets Program is advancing 20 discrete locations for traffic calming after receiving 53 eligible responses, the Bellingham Plan update is moving through public hearings, and the Holly Street bike lane redesign continues with alternatives analysis expected by year-end. ### What to Watch Next • City Council will receive the speed limit policy presentation on September 29, with formal adoption expected later this year • WTA seeks board approval for service changes in late November, with implementation planned for 2026 • Transportation Commission will decide which Community Streets projects advance to construction in October • Planning Commission holds public hearing on Bellingham Plan September 18, with City Council adoption following ---

**Q:** What is WTA's primary goal with the 2026 service changes? **A:** To address operational issues around WWU by simplifying the route structure, improving on-time performance, and better adapting service to class schedule demands. **Q:** How many routes currently serve the Western Washington University area? **A:** Ten routes currently serve the study area, including shuttle routes that only operate when WWU is in session. **Q:** What will Route 190 become under the proposed changes? **A:** The backbone of campus service, operating every 15 minutes all day and extending the GO line from downtown to Lincoln at Lakeway. **Q:** How many transfer points will the new WTA system have? **A:** Three transfer points: Bellingham Station, Bill McDonald at Samish, and the Rec Center, with timed transfers of 3-7 minutes. **Q:** What percentage of Bellingham's arterial and collector streets are currently posted at 25 mph? **A:** About 56% of the city's 115.5 miles of arterial and collector roadways are set at 25 mph. **Q:** How many traffic fatalities occurred on Bellingham streets in the past five years? **A:** Fifteen fatalities occurred between 2020-2024, with 45% of serious injury and fatal collisions involving pedestrians or bicyclists. **Q:** What would the default speed limit become on all residential streets? **A:** 20 mph, which the city can implement under RCW 46.61.415 without further study. **Q:** What is the Multimodal Safety Index? **A:** A scoring system considering pedestrian/bicycle activity, collision history, and on-street parking to help determine appropriate speed limits. **Q:** How many survey responses did the Community Streets Program receive? **A:** 401 total responses, though 271 (68%) were on arterial streets and therefore ineligible for the program. **Q:** How many discrete study locations emerged from eligible Community Streets responses? **A:** Twenty discrete locations, which is less than the 25-location limit, meaning all eligible responses are being addressed. **Q:** What happens to the Edgemoor loop under WTA's proposed Route 5? **A:** It would be removed to save runtime and allow better blocking of Western service routes. **Q:** Who will need to approve the citywide speed limit changes? **A:** City Council must approve both the speed limit setting policy and the specific speed limit changes on all affected streets. **Q:** When will the Community Streets Program construction begin? **A:** Summer 2026 for Group A projects, after design work is completed over winter 2025-2026. **Q:** What is a shared street under the new state law? **A:** A roadway where pedestrians and bicyclists have legal priority over vehicles, with speed limits as low as 10 mph. **Q:** How much funding does the Community Streets Program have annually? **A:** $200,000 per year to address neighborhood traffic concerns on residential streets. **Q:** What data source did WTA use for the first time in planning these changes? **A:** APC (Automated Passenger Counter) data from infrared sensors that count passengers boarding and alighting buses. **Q:** Which area saw the most Community Streets Program survey responses? **A:** Silver Beach area, with additional concentrations in north Cordata and the Barclay neighborhood. **Q:** What percentage of serious injury and fatal crashes in Washington State occur on roads over 25 mph? **A:** 86% statewide, compared to about 50% in Bellingham. **Q:** When is the Planning Commission public hearing on the Bellingham Plan? **A:** September 18, 2025, covering the entire comprehensive plan including transportation elements. **Q:** What will replace the current Routes 196-197 under WTA's proposal? **A:** The new Route 6, connecting the York neighborhood to downtown with 60-minute service and timed connections. ---