District 1 City Councilmember Lisa Herbold shared her efforts to improve bus service to the Admiral District and Alki in her newsletter to constituents:

As District 1 Councilmember, I regularly hear from residents of the Admiral and Alki neighborhoods about the lack of daytime and evening bus service to and from Downtown.  Non-rush hour service on Bus Route 56, which connects Alki and Admiral to Downtown was eliminated in 2012.
 
As a result, Admiral is the only Urban Village in Seattle without off-peak transit service to Downtown. It is also the only Urban Village not served by the Frequent Transit Network included in the Seattle Transit Master Plan. Urban Villages were adopted by Seattle in the 1994 Comprehensive Plan to direct growth to areas with enhanced services, so the lack of service is noteworthy, and unique. The lack of off-peak service to Downtown for an urban village also does not seem consistent with our approach to managing growth.
 
I have written a letter to SDOT Director Goran Sparrman, requesting that SDOT assess the costs associated with improving off-peak transit service on Route 56, and inform me of the City’s funding capacity to meet this need with Seattle Transportation Benefit District funds passed by Seattle voters in Proposition 1 in late 2014, which directly funds bus service in Seattle. You can see the letter here. While King County Metro operates bus service, since 2015, with the passage by Seattle voters of Proposition 1, Seattle funds additional bus service.
 
Background information is included below about how the Admiral Urban Village fits into the city’s transportation and growth plans.
 
After the State Legislature passed the Growth Management Act in 1990, to stop regional sprawl and direct growth into designated areas. The City of Seattle adopted the Urban Village Strategy in its passage of the 1994 Comprehensive Plan. By 1999, the City had completed passage of neighborhood plans throughout Seattle, to implement the state Growth Management Act, and to direct growth into areas with enhanced services to match the growth.
 
Seattle has six Urban Centers, six Hub Urban Villages and eighteen Residential Urban Villages. Of those 30 areas targeted for growth in the 2035 Comprehensive Plan, only Admiral lacks off-peak transit service to Downtown.
 
Figures from the Seattle Transit Master Plan illustrate the unique status of the Admiral Urban Village. Figure 3-1 shows the City Capacity Transit Vision for High Capacity Transit Corridors. Figure 1-2 shows how these current and planned corridors align with the Urban Centers, Hub Urban Villages, and Residential Urban Villages adopted in Seattle’s Comprehensive Plan. 
 
All of Seattle’s six Urban Centers and six Hub Urban Villages are included in a corridor—nearly all of which go to Downtown. In addition, 16 of Seattle’s 18 Residential Urban Villages are included in a corridor. The only ones that aren’t included in one of the transit corridors for RapidRide, Light Rail, Priority Bus Corridors, and the Streetcar are 1) Admiral and 2) South Park.
 
Figure 4-1 shows the status of the Frequent Transit Network as of March 2016; it notes a few areas on the map for “Priority Upgrade to Frequent”, including the Admiral Urban Village.
 
The Frequent Transit network included in the Transit Master Plan is designed to provide service every 15 minutes or better, 18-24 hours a day, seven days a week. This document shows bus routes that meet the frequent transit service level for land use purposes (SMC 23.84A.038), i.e. 15 minutes or less for at least 12 hours per day, 6 days a week, and transit headways of 30 minutes or less for at least 18 hours every day.
 
The current Frequent Transit Network using land use standards serves 29 of the 30 areas targeted for growth, but not Admiral.
 
Transportation Figure 5, from the Seattle 2035 Comprehensive Plan, shows the Planned Frequent Transit Network, which includes SW Admiral Way through the Urban Village. 
 
It appears that among Seattle’s 30 Urban Centers and Urban Villages, the Admiral Urban Village is one of only two not included the High Capacity Transit Network, and uniquely 1) is not served by the current Frequent Transit Network, and 2) has no off-peak bus service to Downtown. In addition, it saw a decrease in bus service to Downtown, with the 2012 elimination of off-peak service to Downtown on bus route 56. No buses leave for Downtown after 9 a.m., and return buses from Downtown operate only during evening rush hour.
 
Given the geographic distribution of jobs and work patterns, direct access to Downtown is important. Unless we are able to provide sufficient bus service to the Admiral Urban Village, it is less likely it will be able to accommodate its share of growth.
 
Metro Service prioritizes crowding, schedule reliability and service frequency. Proposition 1 noted that revenues would be used for these purposes, consistent with the Seattle Transit Master Plan and Metro’s Service Guidelines.
 
However, I believe we are missing an important element of equity in not considering how we can increase ridership in areas with low ridership and minimal options available to improve ridership. The lack of off-peak service to Downtown for an Urban Village also does not seem consistent with our approach to managing growth.
 
While King County Metro’s Service Guidelines target a minimum service level of at least every 60 minutes, even an exception for less frequent off-peak service would be an improvement.