travel washington intercity bus plan update · 28/08/2018 · • coyote ridge corrections center...

Travel Washington Intercity Bus Plan

Update

August 28, 2018Revised 9/10/18

Study Advisory Committee Meeting #2

• Re‐Introductions• Purpose of Study‐Reminder• Brief Review of Scope, Schedule and Deliverables• Tech Memo #1: Service Inventory • Tech Memo #2: Analysis of Need • Tech Memo #3 (forthcoming): Public and Stakeholder Engagement

Results:• User surveys• Community (non‐user) survey• Regional public meetings• Intercity bus operator interviews

• Tech Memo #4 (forthcoming): Evaluation of Current Network• Input for Tech Memo #5/Draft Final Report: Potential Strategies‐

Available Funding, Policy Issues• Next Steps—Analysis of Options

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Today’s Agenda

• WSDOT Project Needs• System performance review of existing Travel Washington

routes using updated TCRP 147 model• Review, prioritize and recommend future network

expansion among alternatives identified in 2014 Draft Update

• Identify and prioritize among additional alternatives for addressing unmet needs or gaps for a new fifth line.

• Meet FTA requirements • Consultation process (every four years)• Public participation

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Study Purpose

• Task 1 – Project Initiation, Consultation, Management• Task 2 – Inventory of Intercity Bus Services in Washington

• Task 3 – Needs Assessment‐Demographics/Destinations

• Task 4 – Operations and Financial Data for Existing and Proposed Services

• Task 5 – Evaluation of Existing and Proposed Services—Performance Measures and Route Recommendations

• Task 6 – Other Program Needs• Task 7 – Draft and Final Reports

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Scope Overview

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Revised Schedule

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Technical Memorandum #1: Inventory of Existing Services xisting Services

• Long‐distance• Meaningful connection to national

intercity bus network• Shared stations• Coordinated schedules• Interline ticketing if

appropriate• Fixed‐route, fixed‐schedule (except

feeder services)• Has space for baggage—think

overnight trips• To receive Greyhound in‐kind

match must operate five to seven days per week

What do we mean by “Intercity” ?

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Technical Memorandum #1: Inventory of Existing Services

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Statewide Intercity Bus Network‐1983

Transit Services• Transit routes included because they appeared to offer the option

to make intercity trips:– Gray’s Harbor Transit Route 40– People for People Yakima‐Prosser Connector– Clallam Transit Strait Shot– Link Transit Routes 20,21,22,23,24,25,26– Whatcom Transit/Skagit Transit 80X, 90X, 40X, 411C, 411W, 412

• There is no “meaningful connection” with intercity services:– May or may not serve common terminals– No through ticketing– No common information system except possibly Google Transit

• Should these be included? Are there other similar services? Should policy consider how to link them up with intercity network?

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• Analysis of Density of Populations with Higher Propensity for Transit Use are mapped:

• Young adults (18 to 24)• Older adults (65 and older)• Persons living at below the poverty line• Autoless Households

• Potential key destinations are identified and mapped:• Colleges and universities• Military bases• Major medical centers• Correctional facilities• Commercial airports

• Areas with a high density of need and key destinations are mapped to see whether the existing network (from TM#1) connects these places:

• Are they within ten miles of an intercity stop, 10‐25 miles, or further away?

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Technical Memorandum#2: Needs Assessment

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Technical Memorandum#2: Needs Assessment

Population Density

Revised 9/10/18

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Technical Memorandum #2: Needs Assessment

Population covered by this network • Washington total population: 7,073,146• Population within 10 miles

of intercity stations/stops: 5,488,411• Population within 25 miles

of intercity stations/stops: 6,855,512• 77.5% of Washington residents live within 10 miles • 96.9% live within 25 milesi.e. a high level of coverage

Revised 9/10/18

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What is not served? • 34 places more than 25 miles from an intercity stop• Total population is 59,796, average population 1,759• Seven places have a population over 2,500:

City PopulationClarkston Heights-Vineland 6,531Connell 5,414Forks 3,729Goldendale 3,445Eatonville 2,862Carson 2,657

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Unserved Places (continued)• 255 places are more than ten miles but less than 25

miles from an intercity stop.• Total population of these places is 911,701,

average population is 3,575.• 79 of these places have a population over 2,500,

33 of these places have no local transit service that could potentially connect to an intercity stop.

• 107 of these places have a population under 500.

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Intercity Network and Trip Generators/Attractors:• Colleges and

Universities• Commercial

Airports• Hospitals and

Medical Centers• State Prisons• Military Bases• Tribal Lands

Revised 9/10/18

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Destinations/Attractors Unserved • More than 25 miles from an intercity stop:

• Clallam Bay Corrections Center• Makah Reservation• Coyote Ridge Corrections Center

• Between 10 and 25 miles from an intercity stop:• Five airports• Six correctional facilities• Two colleges and universities (including

Green River College ‐ 18,900 students)• Ten hospitals (in Washington). Only two of them have

more than 25 beds.

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Tribal Lands• More than 25 miles from an intercity stop:

• Makah Reservation• All other tribal lands partially within 25 mile coverage:

• 46% of the Colville Reservation• 52% of the Yakama Reservation• 66% of the Spokane Reservation

Consultation/Outreach Process• Public/stakeholder meetings• On‐board surveys of Travel Washington riders • On‐line community survey• Surveys of public transit agencies, regional planning

agencies• Telephone consultation interviews with intercity

carriers• Review of Washington State Human Services

Transportation Plan, Regional Human Services plans, other plans

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Technical Memorandum #3: Consultation/Outreach

Public/stakeholder Meetings• Meetings held between June 11 and June 25

• Aberdeen• Centralia• Yakima• Walla Walla• Omak• Port Angeles• Mount Vernon• Colville (discussed at general Public Transportation Open House)

• Invitations/press releases sent to regional planning agencies, transit systems, human service agencies, tribes, tribal transportation list serve, WSDOT list serve, Northwest Motor Coach Association, universities, health departments—in multiple waves

• 73 attendees total, 27 were WSDOT or consulting staff

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Desired Routes‐Coverage• Southwest‐Coast

– More direct line from Aberdeen to Olympia, intercity would accommodate luggage– Pacific Transit service area/Long Beach and nearby communities to closer intercity connection (Centralia?)– Seattle to coast for tourists– Highway 12 corridor from Centralia to Aberdeen, via Packwood and Yakima (White Pass route)– Yakima to Vancouver/Portland– Interstate connections to Oregon: I‐84/Highway 14 corridor to Biggs Junction and Hood River– Klickitat to Goldendale—need more local transportation options

• Olympic Peninsula– Port Angeles‐Bremerton‐Tacoma– Day trip schedule from Seattle to Clallam Bay Correctional Center/Olympic Work Camp

• Northwest– Rural portions of Whatcom, Skagit and Snohomish counties to urban areas‐Concrete to larger city/Mount Vernon,

Highway 20 in Skagit County and Maple Falls in Whatcom County to health care– Highway 9 corridor connecting to State Highway 203 and Highway 2– Service to Paine Field in Everett (Airporter Shuttle will provide, existing transit connections)– Local transit connections to Coupeville ferry in Island County– Mount Vernon to Oak Harbor (commuter)

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Desired Routes‐Coverage (continued)• Central

– Cle Elum, Roslyn and Ronald, with weekly connector to Easton– Ellensburg to Kittitas and Vantage– Commuter service between Cle Elum and Ellensburg – Republic, Tonasket, Ferry County and Okanagan County connections to intercity network– Highway 97 Orondo‐Sun Cove‐Chelan Falls‐Chelan (operated by Apple Line?)

• East– More service between Pullman and Moscow, Idaho– Walla Walla and the Tri‐Cities to Pullman (Washington State University)– Walla Walla to Clarkston to Pullman/Moscow– Dayton to Walla Walla– Moscow‐Pullman to the local airport, Spokane, Spokane Airport, Lewiston and Grangeville, ID– Highway 26 Pullman to Pasco– Route 2 Spokane to/from Newport, and Spokane to/from Davenport

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• Mapped all desired routes:

• Population coverage does increase:– Within

10 miles: 81.4%

– Within 25 miles: 99.4%

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Overview of Input—Groups/markets with potential service needs:• Quinault Nation to I‐5 corridor• Agricultural workers from Mexico to Yakima region: SeaTac to Brewster, Wenatchee to Prosser

• University students in Toppenish and Terrace Heights

• Veterans in Whatcom, Snohomish to VA hospital• University students making intercity trips

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Overview of Input—Destinations potentially needing service:• Olympic Corrections Center near Forks (may have local transit)• Connell stop for Greyhound (state prison)• Dayton and Waitsburg intercity connection• Western Washington University Bellingham students to

Shannon Point Marine Center by Anacortes ferry terminal• Vancouver, WA Greyhound stop

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Overview of Input— Other Issues: Terminals, Transfers and Connections• Ensure timed connections between modes (including Amtrak, ferry

and air service)• Convenient, safe, comfortable transfer locations• More Bolt Bus stops: Mount Vernon• Transit to ferry connections in Anacortes• Multimodal transit center in Ellensburg to service Apple Line,

Greyhound, Central Washington Airporter (Bellair)—and Central Transit

• Yakima intermodal terminal to serve Greyhound, Bellair Central Washington Airporter, Yakima‐Prosser Connector

• Bicycle accommodations on buses, maybe for more than two

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Overview of Input— Other Issues: Regional/local Service and Funding • Avoid duplication among intercity/transit routes to allow funding for

expansion• Use 5311(f) for Yakima‐Prosser Connector to free up local regional resources• More local transit to allow people to access intercity stops within 25‐mile bus• Combine inter‐library loan with bus service, or package express with bus

service• Need for cross‐regional service coordination to be better, more extensive• Central Transit needs larger buses, more frequency on the Orange #5• Twin Transit expansion and potential connection to intercity• Pullman Transit unable to service outside City, hence need for intercity to

Moscow, Idaho• Locally generated sales tax cannot be used for regional service

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Overview of Input— Information, Marketing, Ticketing:• Ticketing assistance/more interlining with transit operators‐‐may need concierge to help some users (mobility managers?• Consistent pricing structure• Information and marketing:

– To students and university populations– To local agencies– Public Service Announcements– Advertising on buses and in theaters, etc.– A WSDOT video – Links to Travel Washington from all transit websites

• 211 information on intercity bus• Real‐time Travel Washington bus schedule information• Consistency in schedule information between Grape Line website, Grape Line office and Greyhound website• Maps with all routes, including all Amtrak stops• Greater WSDOT outreach, improved Travel Washington online presence:

– User‐Friendly– Show broader intercity network– Trip planning tools– Maybe single umbrella site, rather than individual– Online information to be mobile optimized

• Lower fares on Dungeness Line (note impact of low fare Strait Shot) and Gold Line –affordability issue• Improve Dungeness website schedule information on westbound services• Need to tie into mobility managers across the state

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Overview of Input— Changes in Existing Travel Washington Routes:• Apple Line

– Late Apple Line schedule from Omak/shorter layover to Spokane‐bound bus in Ellensburg– Mid‐day run from Pateros to Wenatchee, maybe shorten Apple Line to offer two round‐trips, have

Okanogan Transit serve Omak• Dungeness Line

– Lower fares on Dungeness Line (note impact of low fare Strait Shot) – Dungeness Line stop at UW Medical Center Link Light Rail station to SeaTac– Later Dungeness departure out of Port Angeles after transit routes arrive– Reroute Dungeness on its way to the Kingston‐Edmunds Ferry– Reroute Dungeness via Tacoma, improve travel times

• Gold Line– Extension of Gold Line to Republic in Ferry County– Deviation in Gold Line off US 395 at SH 231 and then SH 292 back to US 395 to serve Valley and

Springdale– Lower fares or voucher to lower fares for specific groups (human service clients, low income)

• Grape Line– Grape Line service to College Place and Walla Walla University (since reinstated)– Earlier Grape Line bus from Walla Walla to make Amtrak connection, improved Grape Line Amtrak

schedule connections

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Overview of Input—Dungeness Line User Survey (184 responses):

• 60% driven and dropped off, 19% walked to bus• 61% traveled less than 5 miles to reach the bus, only 19% more than 25 miles• 42% got on a plane, 29% were picked up, 8% transferred to intercity bus, 5% to a train• 51% traveled to visit friends or relatives, 14% personal business• If Dungeness Line was not available, 21% would not have made trip, 31% would have driven

themselves, 34% would have taken another bus (Strait Shot?)• 91% have valid drivers license• 32% 65 and above, 25.27% 55‐64, 14.29% 45‐54 years of age• 59% got information from Dungeness line website, 48% got ticket on‐line• Desired improvements:

– Different schedules (more frequency, different times)– 10.7% better information sources, 7.38% better ticketing– 9.84% more amenities (Wi‐Fi, better seating, baggage space, etc.)– 9.02% more stops

• 99.43% would recommend this service to others

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Overview of Input—Gold Line User Survey (88 responses):• 59% driven and dropped off, 15% walked to bus• 44% traveled less than 5 miles to reach the bus, 57% under 10 miles, 27% more than 25 • 19% got on a plane, 41% were picked up, 22% to local transit, 10% transferred to intercity bus, 1% to a

train• 52% traveled to visit friends or relatives, 29% personal business, 8% medical• If Gold Line not available, 55% would have had to ride with someone else, 31% would not have made trip,

16% would have driven themselves, 3% would have taken another bus • 65% have valid drivers license• 51% had no vehicle, plus 6% vehicle not available for this trip. 35% chose not to drive• 18% of riders were 65 and above, 19% 55‐64, 16% were 25‐34 years of age• 42% had income under $20,000, 28% between $20,000 and $40,000 • 35% got information from the Gold Line website, 25% got ticket on‐line• Desired improvements:

– 54% different schedules (more frequency, different times)– 16% better information sources, 7.38% better ticketing– 54% more amenities (Wi‐Fi, better seating, baggage space, etc.)– 31% more stops– 8% bike racks

• 100% would recommend this service to others

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Overview of Input—Grape Line User Survey (50 responses):• 35% driven and dropped off, 25% walked to bus, 18% on local transit, 10% intercity bus• 55% traveled less than 5 miles to reach the bus, 69% under 10 miles, 24% more than 25 • 8% got on a plane, 46% were picked up, 32% to local transit, 8% transferred to intercity bus, 3% to a train• 60% traveled to visit friends or relatives, 24% personal business, 5% medical• If Grape Line not available, 40% would have had to ride with someone else, 42% would not have made

trip, 7% would have driven themselves, 7% would have taken another bus • 57% have valid drivers license• 57% had no vehicle, plus 5% vehicle not available for this trip. 31% chose not to drive• 19% of riders were 65 and above, 12% 55‐64, 21% were 25‐34 years of age• 55% had income under $20,000, 20% between $20,000 and $40,000 • 21% got information from the Grape Line website, 44% from the Greyhound website, 7% Google• 50% got ticket on‐line, 17% paid cash to driver, 26% bought ticket at the station• Desired improvements:

– 30% different schedules (more frequency, different times)– 13% better information sources, 17% better ticketing– 37% more amenities (Wi‐Fi, better seating, baggage space, etc.)– 27% more stops– 20% bike racks

• 100% would recommend this service to others

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Overview of Input—Intercity Bus Carrier Consultation Key Points (so far)• Rural connections require subsidy to be viable• Demand driven by gas prices and the economy• Rural demand may be fixed, i.e. more frequencies spreads the ridership over more trips,

results in higher subsidy need, yet• Riders desire more frequency, more than two daily round‐trips, or even three—particularly

those connecting to airports (airlines have frequency)• Limited subsidy funds should not be used by transit operators in markets where private

sector can provide service, or to duplicate service provided by Travel Washington• The key to success is the interline connection 2/3 to ¾ of ridership is making an intercity

connection, intermodal terminals work well for that purpose • Travel Washington ridership is largely origin to end (little traffic between on‐line stops)• May be a need for some subsidy to support route segments or schedules currently

unsubsidized• Greyhound frequency cuts/route reductions may mean limited scope for additional in‐kind to

expand Travel Washington. Availability of in‐kind miles will depend on what is already committed and schedules at connecting points.

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Overview of Input—Intercity Bus Carrier Consultation Key Points—Continued (so far)• More coordination with transit operators. Generally see possibility for more transit connections to be

included as interline in the Greyhound/NBTA ticketing system, in some cases would need employees at transit hubs to sell tickets, provide information on intercity options.

• Improved marketing needed for Travel Washington– Consistent web sites– Network map with all carriers, could be simple to start, maybe later things like pop‐up links to

individual web sites– Maybe unified Travel Washington site?

• Unmet needs identified by carriers (to this point)– Moses Lake‐Ellensburg‐Cle Elum‐North Bend‐ Seattle (I‐90 the whole way)– Improved stop/connection in Yakima– Yakima to Tri‐Cities intermodal connection [(note already served by Greyhound, Yakima‐Prosser

Connecter/Ben Franklin connection (two transfers?)]– More service Pullman‐Spokane (to airport)– Aberdeen‐Olympia (served by Grays Harbor Transit– Possible additional Greyhound or NWT schedules where seats sold out at intermediate points

(Ellensburg?)– Omak‐Wenatchee Local (five day per week pilot?)– Northwestern Trailways shared stop at Grant Transit in Quincy to allow connection with Ephrata

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Coverage Impact of Current Travel Washington Routes• Population coverage of the unsubsidized network plus transit

routes:– Within 10 miles: 67.1%– Within 25 miles: 92.7%

• Population coverage of the unsubsidized network, transit routes and Travel Washington routes:– Within 10 miles: 77.5%– Within 25 miles: 96.9%

• Travel Washington adds over 10 percent of the state’s population to the 10‐mile coverage area, but only about 4.2% to the 25‐mile coverage area.

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Technical Memorandum #4: Evaluation of Travel Washington

Revised 9/10/18

Travel Washington Operating Statistics

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Riders MilesVehicle Trips

Operating Cost(1) Revenue

Net Operating Cost(2)

Apple Line 4,296 133,115 726 253,407.30$ 90,246.19$ 163,161.11$ Dungeness Line 16,824 160,389 1,460 1,053,814.00$ 632,876.30$ 420,937.70$ Gold Line 5,098 131,040 1,460 305,921.30$ 86,003.50$ 219,917.80$ Grape Line 5,023 118,580 2,190 314,283.70$ 51,593.00$ 262,690.70$ Total 31,241 543,124 5,836 1,927,426.30$ 860,718.99$ 1,066,707.31$

1,573,829.84$ 1,490,268.70$ (1) Gross Operating Expense(2) Gross Operating Expense less Revenues

12 Months: July 16‐June 17

Operating Cost plus "Profit"(3)

Billable Cost

Travel Washington Performance: Actuals based on 2016‐2017 Costs, Ridership and Revenue

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Travel Washington Performance: FY 16‐17 Ridership and Revenue with New Contract Costs:

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Travel Washington Performance (continued)

• Standards are needed to evaluate potential new routes.• Based on projected performance under new contracts,

possible standards might be: – Minimum farebox recovery = 10% ?– Maximum subsidy per passenger = $100 ?– Minimum average boardings per trip = 2 ?

• With these standards the Grape Line is close to the thresholds.

• If Dungeness Line ridership and revenue hold up, may not need a subsidy.

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• Application of updated TCRP 147 rural intercity demand model to existing services—is there latent demand?

• Travel Washington Route Demand Using TCRP 147 Model Updated to 2010 Census:

• TCRP 147 Demand is a function of population and number of stops:– More population means more trips– But more stops discourage ridership– So average population per stop is key factor

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2017 2010 Average Pop.Line: Ridership Population Per Stop Regression Trip Rate Mean Apple Line 4,296 47,900 4,790 7,100 2,500 4,800Dungeness Line 16,824 127,686 21,281 14,000 11,600 12,800Gold Line 5,098 15,960 2,280 10,600 2,300 6,450Grape Line 5,023 74,620 14,924 6,600 4,700 5,650

Estimated Demand

Average Population per New Stop for Proposed Routes:

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Proposed RouteNew Stops

AddedNew Population

ServedAverage Per Stop

Bellingham to Anacortes Ferry 1 16,229 16,229Concrete to Mt. Vernon 1 744 744Dungeness Line through Tacoma 2 59,934 29,967Ellensburg to Cle Elum and Easton 4 3,835 959Forks to Port Angeles 1 3,729 3,729Gold Reroute Valley-Springdale 2 451 226Goldendale to Klickitat 2 3,878 1,939Lentil Line (Pasco to Pullman/Uniontown) 7 9,123 1,303Long Beach to Aberdeen 2 4,220 2,110Lynden to Bellingham 2 14,967 7,484Pullman to Pasco 3 5,000 1,667Quad-City Route* 2 39,825 19,913Republic to Kettle Falls 1 1,023 1,023Republic to Tonasket 2 2,074 1,037Spokane to Davenport 2 2,289 1,145Spokane to Newport 1 2,454 2,454Tonasket to Omak 1 1,051 1,051Tri-Cities to Connell 1 5,414 5,414Walla-Walla to Clarkston 4 12,341 3,085Yakima to Goldendale to The Dalles 1 3,445 3,445Yakima-Centralia-Aberdeen 5 4,970 994

• FTA Section 5311(f) Program Requirements:– Must make meaningful connection with the national intercity bus

network– Commuter service not to be funded from this source– In‐kind match available, but must have carrier letter valuing in‐kind

for a specific connecting schedule• Greyhound Requirements for In‐Kind Match:

– Subsidized service must make connection within a two‐hour schedule window

– Subsidized service must operate at least five days per week, Greyhound prefers seven days

– Availability of miles depends on the specific project and miles already committed

• These requirements eliminate most regional/commuter concepts from the program.

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Looking Ahead: Policy Questions and Issues: Constraints

• How much funding is available?– FY 2018 Section 5311(f) 15% Allocation is $2,001,816– With new contracts that include carrier provision of buses,

the annual contract cost for the four routes is $1,875,903– Difference is $125,913– Expanding service is likely to require use of unexpended

funds for operation—what happens when those funds are gone?

• Availability of in‐kind miles from Greyhound may be limited:– Depends on the specific project– Some states are using Toll Credits as in‐kind match—this may

be possible in Washington

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Looking Ahead: Policy Questions and Issues: Funding

• To expand coverage, it would require new routes, but there are a number of potential issues:– Many of the unserved areas have very low populations, and

would require long routes, i.e. their performance would be lower than the current routes

– They would be more feasible if operated two or three days per week

– But Greyhound only provides in‐kind match for five‐ or seven‐day per week service

– So another source of local match would be required– Many of them are not located where potential contractors

have garages, so they could require a lot of deadhead miles (or potentially be operated by rural transit providers already located in these areas)

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Looking Ahead: Policy Questions And Issues: Feasibility

• The Travel Washington model is based on having WSDOT as the grantee, and private for‐profit carriers as third‐party contractors. Providing new coverage in very rural areas might require a change, or an additional model:– Many of the unserved areas are not located where potential contractors

have garages, so they could require a lot of deadhead miles (or potentially be operated by rural transit providers already located in these areas)

– Providing Section 5311(f) funding to public transit operators or private non‐profits using grants could require changes in the consolidated grant model (which includes all transit except Section 5311(f) in which the state is the grantee)

– Oregon’s program includes both state‐selected routes operated by private carriers under contract to the state, and locally‐developed routes operated by public transit or private non‐profit entities as subgrantees

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Looking Ahead: Policy Questions And Issues: Program Options

• Goals– Is it coverage, to make sure that as many citizens as possible have access to an intercity link within a defined distance?, or

– Is it ridership, within a set of defined performance parameters (such as farebox recovery, cost per rider, riders per trip)?

– If it is the latter, there might be cases in which expansion could be an added frequency on an existing route (even a Greyhound or Northwest Trailways route) rather than a new route.

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Looking Ahead: Policy Questions And Issues

Example: Southeast Washington – Context: Northwestern Trailways operates a route from

Spokane to Boise, which serves Pullman (Washington State University). Idaho uses Section 5311(f) to subsidize its portion of the route (Moscow‐Boise). The Washington portion is unsubsidized. There are two buses per day each way.

– Input from the region calls for more service between Moscow and Pullman, and more between Pullman and Spokane. Neither would add coverage.

– Other regional input calls for new service between Pullman and Walla Walla to the Tri‐cities—this would have new coverage but likely low ridership

– Do we prioritize the ridership, or the coverage?

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Next Steps:• Review route/coverage concepts to eliminate ineligible

services, refine remaining concepts• Estimate demand, revenue and cost for those

remaining• Apply minimum performance standards• Prioritize based on multi‐factor analysis:

– Likely performance– Presence/absence of alternative existing service– Serves high density of need area– Makes meaningful intercity connection– Operating feasibility—availability of potential operators

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• KFH Group:• Fred Fravel

• [email protected]• 301‐951‐8660

• Beth Hamby• [email protected]• 206‐251‐6859

• Plangineering: Northwestern Trailways Website• Carole Richardson• [email protected]• Mobile: 208.277.4600• Office: 509.279.2875

• Washington State Department of Transportation• Greg Wright • [email protected]• 360‐791‐1170• Gayla Reese Walsh• [email protected]• 360‐705‐7011 Photo: Greg Gilbert/The Seattle Times

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Contacts:

travel washington intercity bus plan update · 28/08/2018 · • coyote ridge corrections center...

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