The Seattle Monorail has connected the Westlake Center and Seattle Center since 1962, but rising fares could sap local ridership. (Doug Trumm)
Seattle landmarks are woven into the city’s identity: the Space Needle, Gas Works Park, Pike Place Market, Humpy the Salmon. They’re playful, iconic, and accessible to locals and visitors alike. The monorail should belong in that same category. It is a piece of transportation infrastructure history that helps residents move through the city and remark on times gone by. Instead, it is becoming a premium attraction aimed at visitors, rather than a practical option for everyday riders.
Fresh off hiking fares on the nearly-one-mile-long monorail to $4.00, Seattle Monorail Services is getting rid of transfer credits to other transit services in a blow to riders. In early December, ORCA informed riders that starting January 1, 2026, monorail fares paid with ORCA E-purse will no longer receive the two-hour transfer credit. Every ride will require full payment, even if the rider tapped onto another service minutes earlier.
For transit users who rely on transfers to move through the city, this is a step backward. It is also a policy decision that treats the monorail as an exception to regional transit norms — or perhaps not a service intended for use by locals, at all.
Taking the 1 Line from Lynnwood and transferring to the monorail to attend Pride, Seattle Eats, or any number of other events in Seattle Center just jumped from $4 per person to $7 per person. Fortunately, many Climate Pledge Arena events come with monorail cost bundled in the ticket cost.
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History of the Seattle Monorail
Seattle’s monorail began as a showpiece, built in 1962 for the Century 21 World’s Fair. The idea wasn’t to serve commuters, but rather to dazzle visitors and move crowds between downtown and the fairgrounds. For more dazzling during the World’s Fair, Seattle Center had rollercoasters, which I, for one, am in favor of bringing back.
The Seattle Monorail has been accepting passengers since 1962, when it was launched as part of the Seattle World’s Fair. (Seattle Municipal Archive, Item #73122)
The monorail system worked as millions rode it in its first year, and the sleek elevated trains helped cement the city’s Jet Age identity. But the system was never expanded, and the short two-stop alignment was left behind as a novelty once the fair ended.
Seattle actually tried to scale that vision into real transit. In 1968 and 1970, voters were asked to approve the Forward Thrust plan, a regional rapid transit system combining tunnels, elevated lines, and stations across the city. Both measures earned a majority, but Washington law required 60% voter approval to issue bonds. The transit proposals failed, and the federal funds earmarked for Seattle were redirected to Atlanta (where only a simple 50% majority vote was required), funds that ultimately seeded MARTA.
Meanwhile, Seattle spent decades without rapid transit, and the monorail became a relic of a future that never materialized. Fortunately, Seattle eventually invested in light rail and continues to do so despite financial hurdles.
But before light rail buildout, Seattle made one more attempt to turn the monorail into a network. From the late 1990s through the mid-2000s, voters backed the Seattle Popular Monorail Authority, which pursued the elevated “Green Line” from Ballard through Downtown to West Seattle. The citizen-led program struggled with escalating costs, uncertain financing models, and political backlash.
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Map of the proposed Seattle Monorail Project, superimposed on Link (2021 extent) and Sounder. (Mliu92, CC 4.0)
After five public votes, the project was dissolved in 2005 without breaking ground. What remained was the original 0.9-mile segment. Still iconic, still beloved by tourists, but functionally unchanged since the Eisenhower era.
Recent fare hike
In 2024, the City and the contracted operator of the monorail announced another round of fare increases. Adult fares rose from $3.50 to $4.00, a 14% jump in a single adjustment.
The monorail fare hike was much steeper than those on other transit services in the region. King County Metro buses moved from $2.75 to $3.00, a 9% increase. Sound Transit’s Link light rail standardized fares at $3.00 regardless of trip distance, in a win for long-distance commuters. Even in larger cities with higher living costs, like New York and San Francisco, transit fares remain lower at around $2.85–$2.90 for metro service. The monorail is now one of the most expensive local transit rides per mile in the country.
For many riders, fare increases alone would be frustrating but manageable. Seattle transit often requires combining services: a bus from a neighborhood, a train downtown, then the monorail to a shift at Seattle Center or an event at Climate Pledge Arena. The regional ORCA card system has long made this a possibility. Riders are given a two-hour transfer window so multiple trips are counted as part of the same journey rather than priced separately.
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That saving grace is about to end with the end of monorail transfer credits in 2026.
Email sent by MyORCA on December 2nd, 2025. (MyORCA)
The monorail has always been an unusual piece of infrastructure. The city owns the physical system, but operations are handled by a private contractor. That arrangement gives the operator strong incentives to raise revenue, while riders are left without the protections and policies that apply to publicly-run transit service.
The argument for ending transfer credits is that monorail operating costs have risen, and maintenance is essential to preserving a historic system. That is a reasonable concern. Transit infrastructure requires investment, but charging riders twice within two hours, once for a bus or train and again for the monorail, does not preserve the system; it discourages the very people who use it most consistently. The monorail should not be the transfer exception.
Ridership rebound
“But Sam hardly anyone takes the monorail anyway. Why does it matter?” I hear you say. Despite its short route and just two stops, the monorail sees real usage. The Seattle Times reported that the monorail hit its highest ridership in over a decade in early 2023. Buoyed by Seattle Kraken hockey fans, the monorail recorded 533,000 rides in the first quarter of 2023, 150,000 more than during the same period in 2022, and over 100,000 more than in the same four months of 2019. That’s about 4,000 rides per day.
The City of Seattle partnered with developer Oak View Group to rehab the Seattle Center arena in hopes of luring a NHL team and return of an NBA team. (Doug Trumm)
In 2023, the monorail carried nearly 2.1 million passengers and in 2024 approached 2.2 million trips, offering a strong indication that, given the right circumstances, the monorail serves a concrete transit need, not just occasional tourists.
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Admittedly, other transit lines get far more ridership. In 2024, the region’s six ORCA transit agencies delivered about 151 million trips, up from roughly 134 million in 2023, a 12% increase. Within that total, Sound Transit alone logged 41.5 million trips in 2024, up by more than 4 million from 2023 (about an 11% year-over-year increase).
The Link light rail system operated by Sound Transit carried 30.8 million passengers in 2024 and averaged about 90,050 weekday riders system-wide. Recent months have seen ridership climb even higher: as of May 2025, Link weekday boardings exceeded 112,000, a 23% increase over May 2024.
For the monorail, much of that boost came from event traffic. With the arrival of the Seattle Kraken hockey franchise and the rebound in concert and arena events at Climate Pledge Arena after the 2020 pandemic, a notable portion of fans used the monorail (or other transit) to avoid heavy traffic and gridlock around Seattle Center. Now, with a new Professional Women’s Hockey League hockey team and the FIFA World Cup on the horizon the entire city’s infrastructure needs to be ready, with transit running at peak efficiency to handle the load. Mega events act as a canary in a coal mine, stress testing our transportation network.
With $15 million in federal funds in hand, accessibility upgrades are moving forward for the Seattle Center monorail station. (Ryan Packer)
But the monorail’s renewed popularity and potential to help shoulder the load during World Cup games doesn’t mean its pricing should shift even further toward tourists. If anything, high ridership underscores its value as part of a functioning public-transport network.
Possible solutions
Unlike most transit systems in Washington, the Seattle Center Monorail is not a drain on the public purse. The monorail’s operations are uniquely funded through fare revenue rather than taxpayer subsidies, and even returns money to the City of Seattle annually under a concessions agreement. That revenue covers day-to-day operations, and equipment upgrades, an almost unheard-of arrangement in U.S. transit.
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But the monorail’s success doesn’t happen in a vacuum. Its elevated track and supporting pylons occupy the public right-of-way along 5th Avenue and Belltown corridors, forming a permanent footprint above some of the city’s most heavily used streets. Riders may not feel it, but the system relies on the city’s public infrastructure and airspace to operate.
Seattle’s broader goals like reducing car dependency, cutting emissions, and encouraging public transit depend on regional coordination. Breaking fare integration works in the opposite direction. If the monorail is truly a civic asset, it should align with the rest of the city’s transportation policies.
There are realistic solutions. The City of Seattle can require that the monorail restore ORCA transfer credit as a condition of its operating agreement. The City can tie future fare increases to best practices other agencies typically follow, such as conducting public outreach, publishing a cost-benefit analysis noting ridership impacts, and providing a public forum to debate the tradeoffs.
Most importantly, Seattle leaders can treat the monorail as part of the transit network rather than an isolated, revenue-dependent attraction. None of these changes require a huge funding infusion or an expansion of the system (even if I think it would be cool if they expanded the monorail). They simply require prioritizing residents over ticket revenue.
I ride the monorail more than most living in Lower Queen Anne/Uptown. It avoids traffic, provides a distinct view of the city, and remains one of Seattle’s most recognizable transit experiences. It should not be reserved for tourists or special occasions. Public transportation should be priced to serve the public. If it brings joy while doing so, that is even better.
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Samuel Ross
Samuel Ross is a Seattle based public servant, returned Peace Corps volunteer, and self-described nerd. He works to promote sustainable development backed by mixed-method research. All opinions expressed are his alone and do not reflect attitudes of any organizations he is affiliated with.
SEATTLE — From my first visit as an adult, I was absolutely smitten with this city with snow-capped mountains and glistening bodies of water visible on all sides.
The decision to move here when my wife was accepted to Seattle University was probably one of the easiest and most fortuitous choices I’ve ever made. I loved the city’s topography, how people went outside no matter the weather and even the weather itself. I would often feel as if I was living someplace I would have chosen to vacation.
But it was soccer that made me feel like part of the city myself, like I had found my new home. I’ve often talked about how watching the Sounders win their first U.S. Open Cup at the George & Dragon was my first real introduction to the team. A few months later, I started working at Sounder at Heart. That summer, I experienced my first World Cup in Seattle. We showed up to a bar at 6 AM to get a spot for the USA-England match, and barely even got in. Bars all over town were packed, even when the USA wasn’t playing.
It was then that I started imagining what it would be like for the World Cup to actually come here.
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Although the United States’ 4–1 loss to Belgium on Monday wasn’t exactly the way I wanted it to end, I can safely say the Seattle World Cup experience exceeded even my lofty dreams.
Picking one highlight from the six games is almost impossible as every game surprised me in different ways. In the immediate buildup to this tournament, the shine had seemingly started to wear off. Actually getting the World Cup was feeling like a pyrrhic victory, one of those “careful what you wish for” achievements. All anyone could talk about was ticket prices and corruption. Empty seats and unsold hotel rooms felt inevitable. I believed the mood and narratives would change once the soccer actually started being played, but my expectations had been massively re-set.
Once the games began, I immediately realized just how powerful the World Cup can be, especially in a setting like this. The crowd for Egypt-Belgium – Seattle’s first-ever World Cup match – was a near sellout, and it was then that I appreciated the power of the diaspora. I saw Egypt fans with tears in their eyes as they saw their compatriots gathered by the Great Wheel. Their march to the match was pure joy, filled with chants, giant flags and pharoah costumes. The match, itself, was a bit underwhelming – a 1–1 tie – but everyone seemed so happy. That set a standard that was probably exceeded in each game.
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The Bosnia & Herzegovina fan march was genuinely awe-inspiring, as it seemed to go on forever. I swear there were 40,000 people wearing BiH’s blue, yellow and white and they were all singing ‘Ljiljani’ once it was over. The atmosphere for Iran-Egypt was absolutely electric, and I honestly felt like the stadium might explode when Iran scored what seemed to be a late game-winner only for VAR to overturn it.
My favorite memories from this tournament, though, will likely be tied to the way Seattle really came alive for the two USA matches. To see an American downtown flooded with soccer fans is not something I ever thought I’d see, and for it to happen twice in my hometown only made it more special.
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For the Australia match, I came into downtown from my home in Wallingford on a rental bike, traveling along the newly refurbished waterfront before 8 AM. There were already massive crowds gathered.
For this match, I chose to arrive on the Link Light Rail. It was the first time I used it to get to one of the World Cup games, but I wanted to experience what it was like to emerge from Pioneer Square station with hundreds of thousands of others.
Three hours before kickoff, Occidental Square was already packed as thousands of people watched the final moments of Spain-Portugal on the Brick Park big screen. Virtually every bar was already at capacity, with lines snaking out the doors. Inside the stadium, the north pavilion was already teaming with activity and lines to get into the various pro shops snaking through the concourse.
A short while later, I caught up to the USA march to the match. Led by horse-riding Civil War re-enactors, the march took 20 minutes to pass through the intersection of 1st and Main. As it passed, sections of fans broke out into impromptu “U-S-A” chants, sang other American Outlaw standards, played instruments and held a wide variety of signs. My favorite was probably Captain America punching out a Smurf (which were created in Belgium). There were others with Clint Dempsey, Grant Wahl, Weston McKennie and John Denver. They wore eagle costumes, dressed as Founding Fathers, and flag-inspired soccer shirts … so many stripes. I swear I didn’t see a single frown.
Joe Towner / PNWMF
Given the size of the crowd inside, I have to assume that the vast majority of those in the march weren’t planning to attend the game in person. They just wanted to be part of this intoxicating energy, equal parts hope, anticipation and FOMO. City officials said 25,000 fans participated in the march, 10,000 more than took part in the one before USA-Australia. Some estimates have suggested there were as many people downtown as there were for the Seahawks’ Super Bowl prade that pushed into seven digits. Hard as that is to believe – that a soccer match could attract a crowd like that – my eyes told me it was at least possible.
The Overlook Walk’s Salish Steps were packed, just as they were many other times during these magical few weeks. Otherwise vacant storefronts were suddenly impromptu soccer bars. The Historic Triangle Pub was revived, featuring a massive screen and overflowing beer garden just around the corner from the stadium. In the Chinatown/International District — which is one of the downtown neighborhoods that hasn’t benefited as much from the World Cup crowds — hundreds crowded into Hing Hay Park to watch the game. The demand for viewing spots was seemingly insatiable.
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The good vibes flowed seamlessly into the stadium. The buzz was overwhelmingly positive, talk of a serious run was on lips all over the park. “Why not US?” wasn’t just an empty platitude spoken by Argentinian head coach Mauricio Pochettino, it was a mantra that turned otherwise uninterested Americans into believers.
Photos by Max Aquino / Sounder at Heart
Seattle, long overlooked on U.S. Soccer’s list of preferred sites, has been dubbed “The Cathedral of Cascadia” by none other than the USMNT’s Twitter account and fans did everything possible to live up to that lofty praise. I’m not one to get emotional about the National Anthem, but when 67,000 people are collectively singing “The Star-Spangled Banner” it’s hard not to get lost in the moment. Somehow, I didn’t even notice the four fighter jets that buzzed the stadium to punctuate the song. At Minute 1, fans broke out the classic “Boom-Boom-Clap”-style “U-S-A.” You’d have thought the USMNT players would have been ready to run through walls.
Instead, they were utterly incapable of channeling that into their play against Belgium. After four matches in which they played with energy and spirit, they came out utterly flat against their most talented opponents to date. At no point did they have control of the match. They were down 1–0 before the match was even 10 minutes old, and were a bit lucky not to be down 3–0 by that time.
The one moment the USMNT had a chance – following Malik Tillman’s wonderful free kick that brought the match level – was almost immediately spoiled when they allowed Belgium to re-take the lead immediately off the ensuing kickoff.
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Still, there was hope coming out of halftime. It didn’t take long for that to be spoiled, either. In the 57th minute, goalkeeper Matt Freese came way out of his box and badly misplayed a seemingly innocuous ball over the top, allowing Hans Vanaken to loft an uncontested shot from 35 yards into a virtually undefended net.
There were more “U-S-A” chants and Eddie Vedder even tried to inspire the Yanks by chugging a beer while on the jumbotron during a hydration break.
If there was a shred of belief left in the building, it was slowly and achingly asphyxiated until Romelu Lukaku struck the final blow with a powerful strike off another sloppy turnover in stoppage time. Fittingly, he and the Belgium bench celebrated with a mocking “Trump dance,” acknowledging the role the president insisted on playing after potentially getting FIFA to declare Folarin Balogun eligible for the match despite getting a red card against Bosnia & Herzegovina.
The mood in the streets after was obviously a far cry from how the day started. Players spoke about letting themselves and the fans down. There’s an undeniable sense that an opportunity has been missed, that a confluence of events quite like this may never arrive again. That may be true for the USMNT and the greater American soccer scene.
But I’m not sure it’s true for Seattle. Our status as “Best Soccer City in America” is not new, even if it’s not a moniker we’ve tried to trademark. We reguarly brought 30,000 to Lumen Field when most of the MLS was lucky to draw half of that. Although the buzz around the Sounders has diminished a bit over the years, the World Cup crowds were actually smaller than the club’s most popular games.
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Updated Seattle/PNW attendance records show World Cup matches occupying slots 6-10 (66,925 for each of final 5). Sounders own top 5. Among those bumped out of top 10: Sounders-Barcelona, DC United-Real Madrid, Man United-Celtic.
— Frank MacDonald (@frankmsounders.bsky.social) July 7, 2026 at 1:12 PM
It’s not that our city has discovered a love for soccer, but maybe this was the catalyst for its reawakening. Sounders leadership has a chance to embrace this moment and make sure it has legs long after the FIFA circus leaves town.
Our local leaders have a similar responsibility. We’ve always known that Seattle is a world-class city and now the world does, too. Our public transit is very good by American standards, but it can be world-class if we will it into existence. We showed how much energy can be harnessed when public space is given back to the people, and not handed to cars. Local businesses showed what they can do when unnecessary and burdensome paperwork doesn’t get in their way.
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The World Cup was an event that I think exceeded all expectations, but the aftermath can be even better.
Thanks to Susan for the photo. She called to tell us about a dog stuck on the rocks off Beach Drive near Harbor West (the condos on pilings), and a crowd gathering to figure out how to rescue it from the rising tide. We were away from the desk at the time but after returning a little while later, we heard the situation mentioned on police radio, with word the dog had been rescued, so we didn’t head that way. Then late tonight Susan sent photos, explaining that the dog apparently is known to swim to those rocks and back, but for some reason got stuck this time, “until a paddle boarder and kayaker paddled out to it to coax it off the rocks and back to the shore.”
” data-medium-file=”https://www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives.jpg” data-large-file=”https://i3.wp.com/www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives-1024×666.jpg?ssl=1″ fifu-data-src=”https://i3.wp.com/www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives-1024×666.jpg?ssl=1″ alt=”” class=”wp-image-188343″ srcset=”https://i3.wp.com/www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives-1024×666.jpg?ssl=1 1024w, https://www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives-768×499.jpg 768w, https://www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives-646×420.jpg 646w, https://www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives-696×452.jpg 696w, https://www.theurbanist.org/wp-content/uploads/2024/11/large_8183_The-Seattle-Monorail-via-Seattle-Municipal-Archives.jpg 1114w” sizes=”(max-width: 1024px) 100vw, 1024px”/><figcaption class=)
The Seattle Monorail has been accepting passengers since 1962, when it was launched as part of the Seattle World’s Fair. (Seattle Municipal Archive, Item #73122) 
” data-medium-file=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Seattle-Monorail-Expanison-Map-via-Mliu92.jpg?ssl=1″ data-large-file=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Seattle-Monorail-Expanison-Map-via-Mliu92.jpg?ssl=1″ fifu-data-src=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Seattle-Monorail-Expanison-Map-via-Mliu92.jpg?ssl=1″ alt=”The Green Line is the West to Ballard monorail and a Yellow Line connecting the Lake City, the University of Washington, and Central District is also envisioned. A crosstown purple line from Ballard to Sand Point” class=”wp-image-203544″ srcset=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Seattle-Monorail-Expanison-Map-via-Mliu92.jpg?ssl=1 499w, https://www.theurbanist.org/wp-content/uploads/2025/12/Seattle-Monorail-Expanison-Map-via-Mliu92-251×420.jpg 251w” sizes=”(max-width: 499px) 100vw, 499px”/><figcaption class=)
Map of the proposed Seattle Monorail Project, superimposed on Link (2021 extent) and Sounder. (Mliu92, CC 4.0)
” data-medium-file=”https://i0.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Screenshot-2025-12-10-231825.png?ssl=1″ data-large-file=”https://i0.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Screenshot-2025-12-10-231825.png?ssl=1″ fifu-data-src=”https://i0.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Screenshot-2025-12-10-231825.png?ssl=1″ alt=”Email reads: Dear Valued ORCA Business Customer,
You are receiving this message because one or more of your ORCA cardholders rode the Seattle Center Monorail this year, and we wanted you to be aware of an upcoming change on that service.
Effective January 1, 2026, Monorail fares paid with E-purse or Passport will no longer receive a free 2-hour transfer credit. This means each Monorail ride will require full fare payment, even if it occurs within two hours of another ORCA ride.
ORCA cards can continue to be used for fare payment on the Monorail. There is no change for trips paid with a Monthly PugetPass or Regional Day Pass – these products will continue to be accepted as they are today.
Visit the Seattle Center Monorail website for more details. If you have any questions, please
reach out to your Business Lead Agent for support.
Sincerely,
ORCA Customer Service ” class=”wp-image-203548″ srcset=”https://i0.wp.com/www.theurbanist.org/wp-content/uploads/2025/12/Screenshot-2025-12-10-231825.png?ssl=1 756w, https://www.theurbanist.org/wp-content/uploads/2025/12/Screenshot-2025-12-10-231825-465×420.png 465w, https://www.theurbanist.org/wp-content/uploads/2025/12/Screenshot-2025-12-10-231825-696×629.png 696w” sizes=”(max-width: 756px) 100vw, 756px”/><figcaption class=)
Email sent by MyORCA on December 2nd, 2025. (MyORCA) 
” data-medium-file=”https://www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126.jpg” data-large-file=”https://i3.wp.com/www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-1024×768.jpg?ssl=1″ fifu-data-src=”https://i3.wp.com/www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-1024×768.jpg?ssl=1″ alt=”” class=”wp-image-175650″ srcset=”https://i3.wp.com/www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-1024×768.jpg?ssl=1 1024w, https://www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-768×576.jpg 768w, https://www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-560×420.jpg 560w, https://www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-696×522.jpg 696w, https://www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126-265×198.jpg 265w, https://www.theurbanist.org/wp-content/uploads/2024/02/Climate-Pledge-Arena-Doug-Trumm-20220126.jpg 1280w” sizes=”auto, (max-width: 1024px) 100vw, 1024px”/><figcaption class=)
The City of Seattle partnered with developer Oak View Group to rehab the Seattle Center arena in hopes of luring a NHL team and return of an NBA team. (Doug Trumm)
” data-medium-file=”https://www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR.jpg” data-large-file=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-1024×768.jpg?ssl=1″ fifu-data-src=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-1024×768.jpg?ssl=1″ alt=”A small crowd waits for the doors to open on a monorail train at Seattle Center” class=”wp-image-188264″ srcset=”https://i1.wp.com/www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-1024×768.jpg?ssl=1 1024w, https://www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-768×576.jpg 768w, https://www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-560×420.jpg 560w, https://www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-696×522.jpg 696w, https://www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR-265×198.jpg 265w, https://www.theurbanist.org/wp-content/uploads/2024/11/IMG_20240827_150858277_HDR.jpg 1280w” sizes=”auto, (max-width: 1024px) 100vw, 1024px”/><figcaption class=)
With $15 million in federal funds in hand, accessibility upgrades are moving forward for the Seattle Center monorail station. (Ryan Packer)
