Pinehurst Station Opens September 30. Broadview Isn't Getting a Bus There.

"There aren't enough people in Broadview to justify frequent service with the current funding levels."

That line came out of a public King County Metro planning debate over how to route buses to Sound Transit's newest light rail stop, and it settled a question that's been circulating around North Seattle dinner tables since the opening date was announced earlier this month. Pinehurst Station, the infill stop built into the Link line at Interstate 5 and NE 130th Street, opens for service on Wednesday, September 30. It's the kind of transit milestone that tends to get folded into a single regional headline: North Seattle finally gets a train stop. For buyers comparing Broadview to the neighborhoods around it, that headline is doing more work than it should.

What Actually Opens This Week

Pinehurst is Sound Transit's first infill station, meaning it was built onto an existing line rather than delivered as part of a new extension. Voters approved it in the 2016 ST3 package with an original 2031 target. The agency's board pushed the timeline into final design in February 2020 and approved the construction budget and contract changes in 2022, which let crews build most of the platform while the rest of the Lynnwood Link extension was still under construction. The result is a station opening five years ahead of its original schedule, at a construction cost of $240 million.

There's no parking garage. Sound Transit built Pinehurst as a walk-up, bike-up, bus-up station, and it expects around 3,400 daily riders once ridership settles in, split between people arriving on foot, by bike, and by bus. Trains on the combined 1 and 2 Line service will run every four to five minutes. For the neighborhoods sitting directly in its walkshed, that's a genuine change in how a household gets downtown, to the University of Washington, or north to Lynnwood.

The Bus Map Broadview Isn't On

The station only works for people who can get to it, and that's where the story splits. King County Metro built a new route, Route 77, specifically to feed Pinehurst. It connects Bitter Lake, Aurora Avenue, the new station, Lake City, Roosevelt Station, and the University District, and it's now through-routed with Route 75 so riders continuing to Northgate and the UW campus don't have to transfer. Route 75 keeps its existing connections to Sand Point, Seattle Children's Hospital, and the U District, timed to work with Route 77 rather than compete with it.

None of that touches Broadview. The neighborhood's transit reality on September 30 is the same as it was on September 29: the Aurora Avenue RapidRide E Line remains the fast route south, Greenwood Avenue buses run steadier but slower, and driving via Holman Road or Aurora covers the rest. Planners actually discussed extending service into Broadview as part of the Pinehurst redesign and set the idea aside, with one commenter in the same public thread flatly recommending against reviving an old route through the neighborhood. The decision wasn't an oversight. It was a call about where ridership justifies frequency, and Broadview's lower density didn't clear that bar.

Here's how the access picture actually breaks down across the cluster of neighborhoods the city groups together in its own planning documents as Broadview, Bitter Lake, and Haller Lake:

The city's own neighborhood plan bundles Broadview with Bitter Lake and Haller Lake, which makes the divergence easy to miss if you're skimming a regional real estate summary instead of the actual service map. Two of the three get a mechanical transit upgrade this week. One doesn't.

Why the Comparison Matters More Than the Headline

If you're evaluating Broadview against Bitter Lake, Haller Lake, or the Pinehurst neighborhood itself, this is the mechanism that should be driving your read on relative value over the next few years, not the fact that a station opened somewhere in North Seattle. A $240 million station with a dedicated feeder route is exactly the kind of investment that tends to show up in home values on the served side of that map first, because it changes a real, daily cost for a real subset of buyers: commute time. Broadview households heading downtown or to the UW are still routing through Aurora, the same corridor that's existed for decades. The station changes the math for a Bitter Lake or Lake City buyer in a way it doesn't for a Broadview one.

When clients ask me whether the Pinehurst opening changes anything about a Broadview purchase, I point them to the bus map before I point them to the transit map. The transit map makes every dot along the 1 and 2 Line look like it belongs to the same story. The bus map is where you find out which neighborhoods actually got new infrastructure and which ones got a news cycle.

What Actually Moves Broadview's Numbers

None of this means Broadview's market is static. It means the thing moving it isn't transit, and the recent price data makes that clear once you look at the pieces separately instead of as one number.

Redfin's July 2026 figures show Broadview's average sale price at $1.24 million, up 13.2% year over year, with a competitiveness score of 84 out of 100, which the platform classifies as very competitive. The same report shows a three-month window ending June 2026 with a median sale price down 26% year over year to $1 million, even as the count of homes sold that month rose to 40 from 29 a year earlier. Zillow's Home Value Index, a smoothed measure meant to track a typical home rather than whatever happened to close, put Broadview's average value at $1,046,192 as of July 31, 2026, down 1.2% over the past year.

Three numbers, three different directions, all describing the same six-week stretch in the same zip code. That's not a sign the market is confused. It's a sign the market is thin. Broadview typically has somewhere around 58 active listings at any given time, with homes going under contract in about six days. When a neighborhood turns over a small number of homes each month, one view-lot teardown closing next to three updated ramblers can swing an average up and a median down in the same reporting period, purely on the mix of what happened to sell. A single month's headline number in Broadview tells you less about the trend than it would in a larger, higher-volume submarket, and it's worth asking your agent which homes actually closed before you read too much into which direction the number moved.

What does move consistently is the structural story underneath the noise. Broadview holds some of the largest residential lots inside Seattle city limits, built out mostly as 1940s through 1960s ramblers and split-levels, with the kind of Puget Sound and Olympic Mountain views on the west-facing streets that haven't been priced the way view lots are priced in Seattle's more recognized waterfront neighborhoods. That gap between what a Broadview view lot costs and what an equivalent view costs elsewhere in the city is the neighborhood's real value story, and it has nothing to do with which bus route King County Metro decided to build this year.

Where This Leaves a Buyer Right Now

If you're weighing Broadview against its immediate neighbors this fall, separate the two questions. Ask what a light rail investment does to commute times and daily convenience, and answer it honestly using the actual route map, not the assumption that a station near North Seattle helps all of North Seattle equally. Then ask what's actually selling in Broadview street by street, because a single month's median in a 58-listing market can mislead you faster than it can inform you.

I'd rather walk a client through both maps before they write an offer than let either one get simplified into a headline. If you're comparing Broadview to the neighborhoods now sitting inside Pinehurst Station's new feeder network, or you want a clearer read on what's actually driving a specific Broadview listing's price, Brooke Davis is glad to work through it with you.