Realignment outcomes

The steep rise in real estate and construction costs in the region have driven up cost estimates for future transit expansion projects. In response, the Sound Transit Board on Aug. 5, 2021, adopted a realignment plan that will serve as a framework for delivering agency system expansions as rapidly as possible. Learn more about the Board’s action at soundtransit.org/realignment.

Welcome

What’s the latest?

Sound Transit is currently studying multiple light rail routes and station locations (called alternatives) for the West Seattle and Ballard Link Extensions (WSBLE) project.
You will have an important opportunity to provide your input during a public comment period in early 2022 when we expect to publish the Draft Environmental Impact Statement (Draft EIS).
To help you prepare for the publication of the document, you can:
- Learn about the environmental review process and the topics we are studying in the Draft EIS.
- Learn about the alternatives we are studying in the Draft EIS.
- Learn about each station location and review maps showing potential station entrances and connections for people walking, rolling, biking and taking transit.
- Learn about how to comment on the Draft EIS and share your feedback.

As we approach an important project milestone, we are looking for people along the project corridor who bring diverse perspectives and lived experiences to join one of several community advisory groups that will be meeting regularly over the next six months.

What are the West Seattle and Ballard Link Extensions?

The West Seattle and Ballard Link Extensions will provide fast, reliable light rail connections to dense residential and job centers throughout the region. In addition, a new downtown Seattle light rail tunnel will provide capacity for the entire regional system to operate efficiently. These two separate light rail extensions are part of the regional ST3 package that voters approved funding for in November 2016.

Request a virtual briefing for your group.

Environmental review

What is an Environmental Impact Statement (EIS)?

The EIS for the West Seattle and Ballard Link Extensions project will help Sound Transit, as well as partner agencies and the public, better understand the potential impacts and benefits of the project. It will describe the multiple alternatives being considered, and how each alternative might affect the natural and built environment and transportation systems.

We need your input later this year

You will have the opportunity to review and comment on the Draft EIS which is expected to be published in early 2022. Your comments on the Draft EIS will be important. Based on the Draft EIS analysis and your comments, the Sound Transit Board will confirm or modify the preferred alternative. The preferred alternative, along with the other Draft EIS alternatives, will then be included in the Final EIS, which is expected to be published in 2023. After publication of the Final EIS, the Sound Transit Board will select the project to be built.

We will share information about the comment period in our email updates. Sign up!

Two people fill out comment submission forms while seated at a table with a box labeled ,comments' nearby. — Submitting your comments on the Draft EIS will help to shape what this project looks like in your community.

How and when can I provide comments?

You will be able to share your comments on the Draft EIS through a variety of formats, including, but not limited to:

Online
Phone
Mail
In-person and/or virtual meetings*

We will use a variety of outlets to inform and notify the community about the release of the Draft EIS.

*In-person activities are contingent on state and federal guidelines in effect when the Draft EIS is released.

What does a comment look like?

The following suggestions may help you think about what to include in your comments on the Draft EIS later this year:

Focus on a specific problem or issue instead of making general statements.
Share your opinion on the project and include why you feel that way.
State what you support and what you disagree with and suggest potential solutions.
Support your comments with details, explanations, and references.

Project timeline

2016 Voter Approval

2017-2023 Planning

Alternatives development
ST Board identifies preferred alternative
Draft Environmental Impact Statement (We are here)
Final Environmental Impact Statement
Preliminary design
ST Board selects projects to be built
Federal Record of Decision

2023-2026 (West Seattle Extension) and 2023-2027 (Ballard Extension) Design

Final design
Procure construction contracts
Obtain land use and construction permits
Property acquisition / relocation
Advanced utility relocation / early work contracts

2026-2032 (West Seattle Extension) and 2026-2037/2039* (Ballard Extension) Construction

Ongoing conversations with property owners
Groundbreaking
Construction updates and mitigation
Safety Education
Testing and preparations

2032 (West Seattle Extension) and 2037-2039* (Ballard Extension) Start of Service

*Ballard Link Extension: Sound Transit is managing the Ballard Link Extension toward a 2037 delivery target by working to close a project affordability gap most recently forecasted at approximately $1.8 billion. The agency is seeking to reduce or eliminate this gap by increasing funding and support at the local, state and national levels, and by reducing costs as the Sound Transit Board considers and adopts project alignment options with input from partners and the public. If it is not possible to close the gap, current financial assumptions reflect Sound Transit’s ability to affordably open service to Smith Cove in 2037, and to Ballard in 2039. Learn more about realignment.

Draft EIS sections

The Draft EIS will describe the multiple alternatives being considered, and how each alternative might affect the natural and built environment and transportation systems, both during construction and final operation of the light rail line. Below are examples of what the analysis for each topic will include:

Natural environment

Air quality and greenhouse gas emissions: including potential impacts on air quality and greenhouse gas emissions.
Ecosystems: including potential impacts to wetlands, aquatic and terrestrial species and their habitat, and vegetation.
Water resources: including potential impacts to surface waters (such as streams, rivers, shorelines, floodplains and floodways) and groundwater.
Geology and soils: including consideration of topography, geology, soil characteristics, and geologic hazards (which include steep slopes, landslide-prone areas, liquefaction-prone areas, peat settlement-prone areas, seismic hazard areas, and volcanic hazard areas).

Built environment

Acquisitions, displacements and relocations: including properties potentially affected by the project, along with the estimated number of residential and business displacements.
Noise and vibration: including potential noise and vibration impacts to sensitive receivers such as residences, hotels, and theaters.
Economic effect: including potential changes to business and employment activity during construction and from property acquisition, effects of construction expenditures, and indirect economic activity from the project.
Visual resources: including changes in visual quality seen by concentrations of sensitive viewers (such as residences and park users) and potential blockage or intrusion of existing views from City of Seattle scenic routes and public spaces.
Parks and recreation: including potential impacts to parks, greenbelts and trails.
Land use: including an assessment of the amount of property converted to a public transportation use, the project’s consistency with land use plans and policies, and potential indirect redevelopment near stations.
Energy: including estimated energy use during construction and operation of the project. This includes potential change in energy use as people shift from vehicles to other modes.
Hazardous materials: including identification of potential long-term, operational impacts that the project could have on known contaminated sites and the potential to encounter hazardous materials during construction.
Public services: including potential impacts to fire and emergency medical services, police services, schools, solid waste and recycling services, post offices, and other government facilities.
Historic and archaeological resources: including potential impacts to historic properties, historic districts, and archaeological sites.
Social resources, community facilities and neighborhoods: including potential effects to neighborhood cohesion and interaction, social resources (such as social service providers and emergency housing) and community resources (such as youth and senior centers, libraries, parks and recreation facilities, and cultural institutions).
Electromagnetic fields: including potential disruption to sensitive equipment such as magnetic resonance imaging (MRI) equipment and electron microscopes, from electromagnetic interference.
Utilities: potential conflicts with major utilities.

Transportation

Regional transportation: including vehicle miles of travel, vehicle hours of travel, vehicle hours of delay, and mode share.
Transit services: including regional and local services, project and station ridership and transit quality and performance levels of service.
Arterial and local street systems: including property access, local traffic circulation and intersection level of service.
Parking: including the potential loss of public on-street parking due to project facilities and neighborhood parking effects near station locations.
Non-motorized facilities: including bicycle and pedestrian facilities around stations and on major bicycle or pedestrian trails potentially affected.
Navigation: including vessel movement on navigable waterways (Salmon Bay and the Duwamish Waterway).
Freight: including potential impacts to freight movement by truck, rail and water.

Community Comment Guide

Want to learn more about how to comment on the Draft EIS?

Check out one of our neighborhood specific guides with details on how to share your thoughts on the alternatives being studied below:

Equity and inclusion during environmental review

Sound Transit is committed to inclusively engaging communities along the project corridors, striving to engage communities of color and low-income populations throughout the public involvement process. During the environmental review process, Sound Transit will conduct an environmental justice analysis, which will be included in the Draft EIS. The analysis will:

Describe the demographics of the project corridor.
Evaluate whether the project would disproportionately impact communities of color and low-income communities.
Consider potential project benefits such as improved access to opportunity.
Document our efforts to involve communities of color and low-income populations in the planning process and what we hear from outreach efforts.

Along with the Draft EIS environmental justice analysis, Sound Transit and the City of Seattle have partnered to apply a Racial Equity Toolkit (RET) for each planning phase, including the previous alternatives development phase and the current environmental review phase. The RET offers a framework and process for centering people of color, low-income and other vulnerable populations in project development and project outcomes. The goals of the environmental justice analysis and its focus on evaluating how a project impacts communities of color and low-income populations are in alignment with and form the basis of the RET report. The report documents potential project impacts and benefits and is informed by community feedback.

Alternatives

Choose a segment to view maps and descriptions for the DEIS alternatives.

Interbay/Ballard Downtown Chinatown-International District SODO West Seattle

Draft EIS alternatives - Interbay/Ballard segment

Map of Ballard, Interbay and Smith Cove stations in northwest Seattle showing pink line for preferred alternatives, brown lines for preferred alternatives with third party funding, and blue lines for other Draft EIS alternatives. Lines indicate elevated, at-grade and tunnel alternatives. See text description below for additional details. Click to enlarge (PDF) — Click to enlarge (PDF)

Interbay / Ballard

Elevated 14th Avenue Alternative (preferred alternative)

The Elevated 14th Avenue Alternative would cross over West Dravus Street on an elevated guideway parallel to the BNSF tracks and then curve northeast to the Interbay Station. The station would be just north of West Dravus Street between the railroad tracks and 17th Avenue West. The alternative would continue on an elevated guideway from the Interbay Station northeast over the Emerson Street interchange and then curve north to cross Salmon Bay on a fixed-span bridge on the east side of the Ballard Bridge (15th Avenue Bridge). The alternative would continue north within the 14th Avenue Northwest right of way before transitioning to the east edge of the road south of Northwest Market Street. The Ballard Station would be on the east side of 14th Avenue Northwest, straddling Northwest Market Street. Elevated tail tracks would extend north of the station along the east side of 14th Avenue Northwest and would then curve west to end above the center of the roadway.

Elevated 14th Avenue Alternative (IBB-1a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.

Tunnel 14th Avenue Alternative (preferred alternative with third-party funding)

The Tunnel 14th Avenue Alternative would cross under West Dravus Street, enter a retained cut parallel to the BNSF tracks and then curve northeast to the Interbay Station. The station would be in a retained cut north of West Dravus Street, between 17th Avenue West and Thorndyke Avenue West. The alternative would continue in a retained cut from Interbay Station to a tunnel portal between 15th Avenue West and Thorndyke Avenue West. The tunnel would travel northeast under the Emerson Street interchange, under Salmon Bay (east of the Ballard Bridge), and then curve north beneath 14th Avenue Northwest to Northwest Market Street. The station would be under 14th Avenue Northwest and Northwest Market Street. Tail tracks would extend beneath 14th Avenue Northwest north of the station.

Tunnel 14th Avenue Alternative (IBB-2a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Tunnel 15th Avenue Station Option (preferred alternative with third-party funding)

The Interbay Station and tunnel alignment for the Tunnel 15th Avenue Station Option would be the same as the Tunnel 14th Avenue Alternative until just north of the tunnel portal, where it would head north under Salmon Bay and continue in a tunnel east of 15th Avenue Northwest to the Ballard Station. The station would be east of 15th Avenue Northwest and south of Northwest Market Street. Tail tracks would extend north of the station underneath the east side of 15th Avenue Northwest.

Tunnel 15th Avenue Station Option (IBB-2b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Elevated 14th Avenue Alternative Alignment Option (from Prospect Street Station/15th Avenue), (other DEIS alternative)

The Elevated 14th Avenue Alternative Alignment Option is a design option for connecting the Prospect Street Station/15th Avenue Alternative in the South Interbay segment to the Elevated 14th Avenue Alternative bridge over Salmon Bay. The alignment would start north of the Interbay Station on 15th Avenue West. It would extend to the northeast of the intersection of 15th Avenue West and West Emerson Street on an elevated guideway and would connect to the 14th Avenue alignment bridge over Salmon Bay. The bridge over Salmon Bay and the elevated guideway to the north would be the same as for the Elevated 14th Avenue Alternative.

Elevated 14th Avenue Alignment Option (from Prospect Street Station/15th Avenue) (IBB-1b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.

Elevated 15th Avenue Alternative (other DEIS alternative)

The Elevated 15th Avenue Alternative would cross over West Dravus Street in the median of 15th Avenue West. The Interbay Station would be elevated above 15th Avenue West, straddling West Dravus Street. The alternative would continue on an elevated guideway from the Interbay Station on the west side of 15th Avenue West and climb to cross over the Emerson Street interchange. From the interchange, the alternative would cross over the east side of Fishermen’s Terminal west of the Ballard Bridge and cross Salmon Bay on a moveable bridge. The alternative would continue north from the bridge on an elevated guideway on the west side of 15th Avenue Northwest and transition to the east edge of 15th Avenue Northwest near Northwest 52nd Street. The Ballard Station would be elevated above the east edge of 15th Avenue Northwest, south of Northwest Market Street. Elevated tail tracks would extend north of the station along the east edge of 15th Avenue Northwest within the road right of way.

Elevated 15th Avenue Alternative (IBB-3) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.

South Interbay

Galer Street Station/Central Interbay Alternative (preferred alternative)

The Galer Street Station/Central Interbay Alternative would continue the tunnel beneath Republican Street in the Downtown segment from 2nd Avenue West to a tunnel portal on the east side of 5th Avenue West. From the tunnel portal, the alternative would become elevated and cross to the west side of Elliott Avenue West and continue northwest. The guideway would cross to the east side of Elliott Avenue West near West Mercer Place and would continue northwest between the east side of Elliott Avenue West and Kinnear Park. North of Kinnear Park, the alignment would transition to the west side of Elliott Avenue West to enter the Smith Cove Station. Smith Cove Station would be elevated above the West Galer Street bridge. From the Smith Cove Station, the elevated guideway would cross over the Magnolia Bridge and continue north along the east side of the BNSF Railway tracks to West Armory Way. From West Armory Way, the alignment would continue north along the western edge of the Interbay Golf Center and Interbay Athletic Complex. The elevated guideway would continue over West Dravus Street and connect to the Elevated 14th Avenue Alternative in the Interbay/Ballard segment. For this alternative to connect to the tunnel alternatives (Tunnel 14th Avenue Alternative and Tunnel 15th Avenue Station Option) in the Interbay/Ballard segment, it would transition from elevated to at-grade along the Interbay Athletic Complex to continue under West Dravus Street.

Galer Street Station/Central Interbay Alternative (SIB-1) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Prospect Street Station/15th Avenue Alternative (other DEIS alternative)

The Prospect Street Station/15th Avenue Alternative would continue the tunnel beneath Republican Street in the Downtown segment from 2nd Avenue West to a tunnel portal on the east side of 5th Avenue West. From the tunnel portal, the alternative would become elevated and cross to the west side of Elliott Avenue West and continue northwest. The guideway would cross to the east side of Elliott Avenue West near West Mercer Place and would continue northwest between the east side of Elliott Avenue West and Kinnear Park. It would enter an elevated Smith Cove Station north of Kinnear Park on the east side of Elliott Avenue West. The station would be north of West Prospect Street. From the Smith Cove Station, the elevated guideway would continue northwest along the east side of Elliott Avenue West and then transition to a retained cut along the edge of the Southwest Queen Anne Greenbelt before turning north and transitioning to the center of 15th Avenue West near West Newton Street. It would continue on the elevated guideway in the middle of 15th Avenue West to West Barrett Street. This alternative would only connect to the bridge alternatives (Elevated 14th Avenue Alternative Alignment Option and Elevated 15th Avenue Alternative in the Interbay/Ballard segment).

Prospect Street Station/15th Avenue Alternative (SIB-2) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Prospect Street Station/Central Interbay Alternative (other DEIS alternative)

The Prospect Street Station/Central Interbay Alternative would continue the tunnel under West Mercer Street from the Downtown segment from 2nd Avenue West to a tunnel portal east of Elliott Avenue West on the northwestern edge of Kinnear Park, south of West Prospect Street. The alternative would continue north from the tunnel portal in a retained cut to Smith Cove Station north of West Prospect Street. The station would be in a retained cut, and the alternative would continue north in a retained cut along the edge of the Southwest Queen Anne Greenbelt. The alternative would transition to an elevated guideway near West Howe Street and cross 15th Avenue West at West Armory Way to travel northwest along the northern side of West Armory Way. From West Armory Way, it would continue north along the western edge of the Interbay Golf Center and Interbay Athletic Complex and then continue over West Dravus Street to connect to the Elevated 14th Avenue Alternative. For this alternative to connect to the tunnel alternatives (Tunnel 14th Avenue Alternative and Tunnel 15th Avenue Station Option) in the Interbay/Ballard segment, it would transition from elevated to at-grade along the Interbay Athletic Complex and continue under West Dravus Street.

Prospect Street Station/Central Interbay Alternative (SIB-3) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Draft EIS alternatives - Downtown segment

Map of Seattle Center, South Lake Union, Denny, Westlake and Midtown stations in Seattle showing pink line for preferred alternatives, and blue lines for other Draft EIS alternatives. See text description below for additional details. Click to enlarge (PDF) — Click to enlarge (PDF)

Downtown segment

5th Avenue/Harrison Street Alternative (preferred alternative)

The 5th Avenue/Harrison Street Alternative would be in a tunnel generally from south heading north under 5th Avenue and Westlake Avenue and then heading west under Harrison Street and Republican Street. Stations would be located as follows:

Midtown Station: The station would be beneath 5th Avenue between Columbia Street and Madison Street.
Westlake Station: The station would be beneath 5th Avenue between Pike Street and Pine Street.
Denny Station: The station would be beneath Westlake Avenue between Denny Way and Lenora Street.
South Lake Union Station: The station would be beneath Harrison Street, between Dexter Avenue North and just west of Aurora Avenue North.
Seattle Center Station: The station would be beneath Republican Street, east of 1st Avenue North.

6th Avenue/Mercer Street Alternative (other DEIS alternative)

The 6th Avenue/Mercer Street Alternative would be in a tunnel generally from south heading north under 6th Avenue and Terry Avenue, and then west under Mercer Street. Stations would be located as follows:

Midtown Station: The station would be beneath 6th Avenue, between Madison Street and Seneca Street.
Westlake Station: The station would be beneath 6th Avenue, between Pine Street and Olive Way.
Denny Station: The station would be beneath Terry Avenue North, between Denny Way and John Street.
South Lake Union Station: The station would be north of Mercer Street between Aurora Avenue North and Taylor Avenue North.
Seattle Center Station: The station would be beneath Mercer Street, between Warren Avenue North and Queen Anne Avenue North.

Draft EIS alternatives - Chinatown-International District segment

Chinatown-International District

4th Avenue Shallow Alternative

The 4th Avenue Shallow Alternative would begin at-grade in the vicinity of South Holgate Street, east of the existing Link light rail line, and extend north. The alternative would enter a tunnel between Edgar Martinez Drive South and South Royal Brougham Way. The tunnel would continue to the northwest under the existing Link light rail line at South Royal Brougham Way and then north under 4th Avenue South. A new station in the Chinatown-International District would be under 4th Avenue South, west of the existing Chinatown-International District Station. The 4th Avenue South Viaduct would be demolished and reconstructed to accommodate construction of this station.

4th Avenue Shallow Alternative (CID-1a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

4th Avenue Deep Station Option

The 4th Avenue Deep Station Option would begin at-grade in the vicinity of South Holgate Street, east of the existing Link light rail line, and extend north. The tunnel portal would be in the vicinity of South Massachusetts Street and the tunnel alignment would begin transitioning to follow 4th Avenue South farther south than the 4th Avenue Shallow Alternative. From Seattle Boulevard South to James Street, the alignment and station location would be similar to the 4th Avenue Shallow Alternative but would be deeper.

4th Avenue Deep Station Option (CID-1b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

5th Avenue Shallow Alternative

The 5th Avenue Shallow Alternative would begin at-grade in the vicinity of South Holgate Street, east of the existing Link light rail line, and extend north. The alternative would enter a tunnel in the vicinity of South Massachusetts Street and would continue north beneath 6th Avenue South. The tunnel would transition to be under 5th Avenue South north of Seattle Boulevard South. The station in the Chinatown-International District would be under 5th Avenue South, east of the existing Chinatown-International District Station. A variation of the alternative would transition towards 5th Avenue further north of Seattle Boulevard South with a similar station entrance location.

5th Avenue Shallow Alternative (CID-2a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

5th Avenue Deep Station Option

The 5th Avenue Deep Station Option would generally follow the same route as the 5th Avenue Shallow Alternative, except that the tunnel and the station would be deeper.

5th Avenue Deep Station Option (CID-2b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Draft EIS alternatives - SODO segment

Map of SODO Seattle showing pink line for preferred alternatives and blue lines for other Draft EIS alternatives. Lines indicate elevated, and at-grade alternatives. See text description below for additional details. Click to enlarge (PDF) — Click to enlarge (PDF)

SODO segment

At-Grade Alternative (preferred alternative)

The At-Grade Alternative would travel at-grade west of and parallel to the existing Link light rail line in the SODO Busway. It would travel under the new South Holgate Street overpass, resulting in grade separation of vehicular traffic. The SODO Station would be at-grade, immediately west of the existing SODO Station, north of South Lander Street. This alternative would continue south at-grade under South Lander Street, which would be reconstructed as an overpass of the light rail tracks, resulting in grade separation from vehicular traffic. The light rail would transition to an elevated guideway along the SODO Busway south of South Lander Street.

At-Grade Alternative (SODO-1a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

At-Grade South Station Option (other DEIS alternative)

The At-Grade South Station Option would generally be the same as the preferred alternative, except for the SODO Station location. A new at-grade station would be west of and approximately 200 feet south of the existing SODO Station, just north of South Lander Street. The existing SODO Station would also be relocated 200 feet south of its current location to be next to the new SODO Station.

At-Grade South Station Option (SODO-1b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Mixed-Profile Alternative (other DEIS alternative)

The Mixed-Profile Alternative would travel at-grade north of the existing SODO Station, west of and parallel to the existing Link light rail line in the SODO Busway. South Holgate Street would be constructed as a new roadway overcrossing, resulting in grade separation with vehicular traffic. At South Walker Street, the alignment would transition to an elevated guideway and would continue south over South Lander Street. A new SODO Station would be elevated north of South Lander Street. This alternative would be elevated over South Lander Street, with a gated at-grade crossing of the existing light rail line, similar to today’s condition. The existing SODO Station would be relocated as described for At-Grade South Station Option and would be at-grade adjacent to the new elevated station.

Mixed-Profile (SODO 2) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Draft EIS alternatives - West Seattle segment

Map of Delridge, Avalon and Alaska Junction stations in southwest Seattle showing pink lines for preferred alternatives, brown lines for preferred alternatives with third party funding, and blue lines for other Draft EIS alternatives. Lines indicate elevated, at-grade and tunnel alternatives. See text description below for additional details Click to enlarge (PDF). — Click to enlarge (PDF)

Duwamish Waterway crossing

South Crossing (preferred alternative)

The South Crossing Alternative would continue south from South Forest Street along the west side of the existing light rail line on an elevated guideway, past the Operations and Maintenance Facility Central before heading southwest to cross over to the south side of the Spokane Street Bridge and the West Seattle Bridge.

The alternative would continue west and to the south of the West Seattle Bridge. The alternative would cross over the East Duwamish Waterway, Harbor Island and the West Duwamish Waterway on a fixed, light-rail-only bridge. West of the Duwamish Waterway crossing, the alternative would cross the northern edge of Pigeon Point in a combination of elevated guideway and retained-cut and fill before turning southwest on an elevated guideway that follows Delridge Way Southwest.

South Crossing Alternative (DUW-1a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.

South Crossing South Edge Crossing Alignment Option (other DEIS alternative)

The South Crossing South Edge Crossing Alignment Option would be the same as the South Crossing Preferred Alternative, except it would cross the East and West Duwamish Waterways on the south edge of Harbor Island.

South Crossing South Edge Alignment Option (DUW-1b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.

North Crossing Alternative (other DEIS alternative)

The North Crossing Alternative would continue south from South Forest Street along the west side of the existing light rail line on an elevated guideway, before heading west on a new fixed, light rail-only bridge north of the existing West Seattle Bridge. After crossing the West Duwamish Waterway, the alternative would cross over the West Seattle Bridge to run south on the west side of Delridge Way Southwest.

North Crossing Alternative (DUW-2) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.

Delridge

Dakota Street Station Alternative (preferred alternative)

The Dakota Street Station Alternative would follow Delridge Way Southwest south on an elevated guideway to an elevated station. The guideway would be on the west side of Delridge Way, except for in the vicinity of the Southwest Andover Street, where it would be in the roadway right of way. The station would be elevated between Delridge Way Southwest and 26th Avenue Southwest, south of Southwest Dakota Street, and oriented southwest-northeast. South of the station, the alternative would curve west and cross to the south side of the Southwest Genesee Street right of way, north of the West Seattle Golf Course. The guideway would continue west along the south edge of Southwest Genesee Street and connect to an elevated guideway in the West Seattle Junction segment.

Dakota Street Station Alternative (DEL-1a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Dakota Street Station Lower Height Alternative (preferred alternative with third-party funding)

The Dakota Street Station Lower Height Alternative would follow the same alignment as the Dakota Street Station Alternative to the station but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction segment. From the station, the alternative would continue south to cross Southwest Genesee Street and would run along the northern edge of the West Seattle Golf Course. A tunnel portal for connecting to tunnel alternatives in the West Seattle Junction segment would be in the northwest corner of the West Seattle Golf Course, south of Southwest Genesee Street and east of 31st Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016), and this alternative can only connect to a tunnel alternative in the West Seattle Junction segment. Therefore, third-party funding would be required for this alternative.

Dakota Street Station Lower Height Alternative (DEL-2a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Dakota Street Station North Alignment Option (other DEIS alternative)

The Dakota Street Station North Alignment Option would be similar to the Dakota Street Station Alternative, except it would be within the Southwest Genesee Street right of way between the West Seattle Golf Course and the Longfellow Creek Natural Area, then shift to the north side of Southwest Genesee Street west of 28th Avenue Southwest.

Dakota Street Station North Alignment Option (DEL-1b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Dakota Street Station Lower Height North Alignment Option (other DEIS alternative)

The Dakota Street Station Lower Height North Alignment Option would be similar to the Dakota Street Station Lower Height Alternative, except it would shift to the north side of Southwest Genesee Street west of 28th Avenue Southwest. The tunnel portal to enter a tunnel in the West Seattle Junction segment would be north of Southwest Genesee Street, between Southwest Avalon Way and 30th Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016), and this alternative can only connect to a tunnel alternative in the West Seattle Junction segment. Therefore, third-party funding would be required for this alternative.

Dakota Street Station Lower Height North Alignment Option (DEL-2b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Delridge Way Station Alternative (other DEIS alternative)

The Delridge Way Station Alternative would follow Delridge Way Southwest south on an elevated guideway to the Delridge Station. The station would be in the middle of Delridge Way Southwest, north of Southwest Dakota Street. South of the station, the alternative would curve west and cross to the south side of the Southwest Genesee Street right of way, north of the West Seattle Golf Course. The guideway would continue west along the south edge of Southwest Genesee Street and connect to an elevated guideway in the West Seattle Junction segment.

Delridge Way Station Alternative (DEL-3) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Delridge Way Station Lower Height Alternative (other DEIS alternative)

The Delridge Way Station Lower Height Alternative would follow the same alignment as the Delridge Way Station Alternative to the station but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction segment. From the station, the alternative would continue south on the west side of Delridge Way Southwest and then turn west at Southwest Genesee Street, crossing Southwest Genesee Street to run along the northern edge of the West Seattle Golf Course. A tunnel portal for connecting to tunnel alternatives in the West Seattle Junction segment would be in the northwest corner of the West Seattle Golf Course, south of Southwest Genesee Street and east of 31st Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016), and this alternative can only connect to a tunnel alternative in the West Seattle Junction segment. Therefore, third-party funding would be required for this alternative.

Delridge Way Station Lower Height Alternative (DEL-4) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Andover Street Station Alternative (other DEIS alternative)

The Andover Street Station Alternative would be on an elevated guideway on the west side of Delridge Way Southwest, with a station north of Southwest Andover Street, in a northeast-southwest orientation. The alignment would travel west along Southwest Andover Street on an elevated guideway then south along Southwest Avalon Way in the vicinity of Southwest Yancy Street. The guideway would continue south along Southwest Avalon Way and turn west on the north side of Southwest Genesee Street.

Andover Street Station Alternative (DEL-5) | Click to enlarge (PDF)
*Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.*

Andover Street Station Lower Height Alternative (other DEIS alternative)

The Andover Street Station Lower Height Alternative would follow the same alignment as the Andover Street Station Alternative until Southwest Avalon Way, but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction segment. The elevated guideway would cross over Southwest Avalon Way and then turn south. The elevated guideway would cross over Southwest Avalon Way and then turn south in the vicinity of 32nd Avenue Southwest to travel south along the east side of the West Seattle Bridge connection to Fauntleroy Way Southwest, transitioning from elevated into a retained cut. The alignment would turn west in the vicinity of Southwest Genesee Street in a retained cut, passing below Southwest Genesee Street. This alternative can only connect with the medium tunnel 41st Avenue Station alternative in the West Seattle Junction segment. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016). Therefore, third-party funding would be required for this alternative.

Alaska Junction

Elevated 41st/42nd Avenue Alternative (preferred alternative)

The Elevated 41st/42nd Avenue Alternative would be elevated along the south side of Southwest Genesee Street between 31st Avenue Southwest and Fauntleroy Way Southwest. The alternative would turn southwest and continue along the north side of Fauntleroy Way Southwest before curving southwest between Southwest Oregon Street and Southwest Alaska Street. The guideway would turn south in the vicinity of 41st Avenue Southwest and Southwest Alaska Street and continue south to Southwest Hudson Street. The guideway would end on the west side of 42nd Avenue Southwest and would include a tail track south of the Alaska Junction Station. Stations would be located as follows:

Avalon Station: The station would be elevated along the south side of Southwest Genesee Street, east of 35th Avenue Southwest.
Alaska Junction Station: The station would be elevated between 41st Avenue Southwest and 42nd Avenue Southwest, south of Southwest Alaska Street.

Elevated 41st/42nd Avenue Station Alternative (WSJ-1) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Elevated Fauntleroy Way Station Alternative (preferred alternative)

The Elevated Fauntleroy Way Station Alternative would be elevated along the south side of Southwest Genesee Street between 31st Avenue Southwest and Fauntleroy Way Southwest. The alignment would head southwest on Fauntleroy Way Southwest and continue along the west side of Fauntleroy Way Southwest. The guideway would cross to the east side of Fauntleroy Way Southwest south of Southwest Oregon Street. Elevated tail tracks would begin south of the Alaska Junction Station and end within the Fauntleroy Way Southwest right of way just past Southwest Edmunds Street. Stations would be located as follows:

Avalon Station: The station would be elevated along the south side of Southwest Genesee Street and east of 35th Avenue Southwest.
Alaska Junction Station: The station would be elevated southeast of Fauntleroy Way Southwest, straddling Southwest Alaska Street.

Elevated Fauntleroy Way Station Alternative (WSJ-2) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Tunnel 41st Avenue Station Alternative (preferred alternative with third-party funding)

The Tunnel 41st Avenue Station Alternative would be in a tunnel under Southwest Genesee Street heading west from 31st Avenue Southwest then curve to the southwest between 37th Avenue Southwest and 41st Avenue Southwest. The tunnel would end in the vicinity of Southwest Hudson Street, with the tail track in a north-south orientation under 41st Avenue Southwest. The guideway would be entirely in a tunnel. Stations would be located as follows:

Avalon Station: The station would be beneath Fauntleroy Way Southwest.
Alaska Junction Station: The station would be beneath 41st Avenue Southwest and Southwest Alaska Street.

Tunnel 41st Avenue Station Alternative (WSJ-3a) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Tunnel 42nd Avenue Station Option (preferred alternative with third-party funding)

The Tunnel 42nd Avenue Station Option would be the same as the Tunnel 41st Avenue Station Alternative, except the tunnel would extend to 42nd Avenue Southwest instead of 41st Avenue Southwest. The tunnel would end in the vicinity of Southwest Hudson Street, with a tail track in a north-south orientation under 42nd Avenue Southwest. The guideway would be entirely in a tunnel. The Avalon Station would be the same as described for the Tunnel 41st Avenue Alternative. The Alaska Junction Station would be in a tunnel beneath 42nd Avenue Southwest and Southwest Alaska Street.

Tunnel 42nd Avenue Station Option (WSJ-3b) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Short Tunnel 41st Avenue Station Alternative (other DEIS alternative)

The Short Tunnel 41st Avenue Station Alternative would be on an elevated guideway along the south side of Southwest Genesee Street from 31st Avenue Southwest to the west side of Fauntleroy Way Southwest. It would continue along the west side of Fauntleroy Way Southwest on an elevated guideway before transitioning to an at-grade alignment near 37th Avenue Southwest. The guideway would turn west near Southwest Oregon Street and transition into a tunnel with a portal in the vicinity of Southwest Oregon Street and 38th Avenue Southwest. The tunnel would turn south and end south of Southwest Hudson Street, with a tail track in a north-south orientation along and under 41st Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016). Therefore, third-party funding would be required for this alternative. Stations would be located as follows:

Avalon Station: The station would be elevated along the south side of Southwest Genesee Street and east of 35th Avenue Southwest.
Alaska Junction Station: The station would be in a tunnel beneath 41st Avenue Southwest and south of Southwest Alaska Street.

Short Tunnel 41st Avenue Station Alternative (WSJ-4) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Medium Tunnel 41st Avenue Station Alternative (other DEIS alternative)

The Medium Tunnel 41st Avenue Station Alternative begins in a retained cut south of Southwest Yancy Street and follows the east side of the West Seattle Bridge connection to Southwest Genesee Street. This alignment enters a tunnel at Southwest Genesee Street and 37th Avenue Southwest. The alignment then curves southwest west of 37th Avenue Southwest to 41st Avenue Southwest. It terminates at Southwest Hudson Street, with the tail track in a north-south orientation under 41st Avenue Southwest. The guideway would be entirely in a tunnel. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016). Therefore, third-party funding would be required for this alternative. Stations would be located as follows:

Avalon Station: The station would be in a retained cut south of Southwest Genesee Street, beneath Fauntleroy Way Southwest.
Alaska Junction Station: The station would be in a tunnel beneath 41st Avenue Southwest and Southwest Alaska Street.

Medium Tunnel 41st Avenue Station Alternative (WSJ-5) | Click to enlarge (PDF)
Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.

Stations

We are studying multiple station alternatives in each neighborhood. Below is a snapshot of some initial concepts around neighborhood station access and connectivity, which is based on our community engagement and agency feedback from late 2019. We will share more information about the stations, including initial station planning concepts, when the Draft EIS is published. In the meantime, click on a station below to view maps showing potential station entrances and connections for people walking, rolling, biking and taking transit.

What we have heard from the community

Sound Transit held a series of neighborhood forums as well as an online open house in fall 2019 and asked for input on the following:

What do you value about your community today?
How could a light rail station best serve your community?
What are key destinations in your community? Where do your daily activities take you?
How do you move around the area to these destinations?
In the future, when you get to the station, what is included at and near the station?

Check out the summary (24MB PDF) for more details on what we heard. After the Sound Transit Board provides feedback on the Draft EIS in 2021, we anticipate reaching out again to communities to share and engage around our initial station concepts.

What does Sound Transit consider during station planning?

Make it easy to transfer from a bus to light rail

Locate bus stops as close as possible to station entrances.
Minimize crossings of major streets or explore improvements to enhance crossing safety.

Make it easy to get to and move around the station while walking, rolling or biking

Locate station entrances so they are easy to see and get to and from the neighborhood.
Provide safe and separated biking and walking routes to connect the station to the neighborhood.

Support equitable transit-oriented development (TOD) around the station. Learn more about TOD.

Explore opportunities to partner in potential development, with a priority on affordable housing and other uses that benefit communities.

How does Sound Transit partner with the City of Seattle? What is each agency's role in the project?

Sound Transit and the City of Seattle each have an important role to play in ensuring that a station is successful. Those roles are distinct but depend on each other, making our close partnership on station planning key.

Graphic depicting the roles of Sound Transit and the City of Seattle. Sound Transit is responsible for the station, the City of Seattle is responsible for the broader area around the station, and Sound Transit and the City of Seattle collaborate on the immediate area around the station. — The image above illustrates the roles of Sound Transit and the City of Seattle in station planning. The "Station", depicted on the left, is the responsibility of Sound Transit; this is where we focus on the design and delivery of the station itself. The "Station area", depicted on the right, corresponds to how far a typical person can walk in 10-minutes, and the broader communities served by the station. The "Station area" is the responsibility of the City of Seattle, which has jurisdiction over the larger service area. The "Station context", depicted in the middle, is where the efforts of Sound Transit and the City are critically linked. This is the two to three block area around the station. | Click to enlarge

Stations

Choose a station to view maps, including potential station entrances and connections for people biking and taking transit.

Chinatown-International District

Property Owners

In order to build the West Seattle and Ballard Link Extensions project, Sound Transit will need to purchase and use private property. In some cases, this means moving people from their homes or businesses.

Sound Transit’s property acquisition process treats affected property owners and tenants fairly, provides appropriate Just Compensation and relocation benefits, minimizes hardships and provides communications with all parties involved. We realize that the possibility of being relocated from your home or business may be difficult and we are here to answer questions and provide support throughout the process.

Sound Transit has specific policies and procedures that describe how the agency will work with property owners and tenants throughout the acquisition process. We follow federal, state and local laws in our property acquisition process, more specifically, the Uniform Relocation Assistance and Real Property Acquisition Policies Act, as well as state law.

Frequently Asked Questions

When will I be notified if my property may be affected?

All potentially affected property owners will be notified prior to the release of the Draft Environmental Impact Statement (EIS) in early 2022. Being a potentially affected property owner means that your property is close to one or more alternatives we are currently studying. This notification of potential impact does not mean a decision has been made to purchase your property.

What happens if Sound Transit identifies my property as potentially affected?

Notification that your property is potentially affected does not mean a decision has been made to purchase your property. But it does mean there’s a possibility Sound Transit may need to acquire all or a portion of your property at a later project phase. As we refine project design, we’ll continue updating our list of potentially affected properties. We won’t make final determinations on which properties to purchase until after the Final EIS and the Sound Transit Board selects the project to be built.

If I am required to move, what types of relocation assistance can I expect?

Residential relocation
For residential property owners and tenants, Sound Transit provides three primary types of relocation assistance: advisory assistance, moving expenses and replacement housing payments. A qualified relocation specialist will work with displaced residents to determine needs, explain benefits, and provide referrals to current housing inventories as well as assistance and advice with filing claims.

Business relocation
Sound Transit provides three primary types of relocation assistance: advisory assistance, moving expenses and business reestablishment expenses. The level of benefits and advisory services may be different for each displaced business depending on complexity of the business operation.

What does the acquisition process look like?

After the Sound Transit Board has selected the project to be built and the Federal Transit Administration has issued a Record of Decision, the Board will authorize property purchases along the final project corridor. Several steps will take place before this authorization can occur, including:

Preparing property information to inform the Sound Transit Board’s authorization.
Identifying the type of acquisition (i.e., full or partial acquisition, temporary or permanent easement).
Officially notifying property owners that their property is being considered for acquisition by the Sound Transit Board and providing the date of the meeting at which the Board will consider authorizing acquisitions. Staff will notify property owners in advance of the Sound Transit Board meeting date where property acquisition will be discussed followed by an opportunity to provide public comments on the matter.

After authorization by the Sound Transit Board, Sound Transit will begin the property acquisition process, which follows these steps:

Appraisal is conducted by an independent appraiser to determine fair market value.
Appraisal is reviewed by a second appraiser for compliance with proper methodology and appropriate value conclusions.
Sound Transit prepares an offer package and delivers it to the property owner to review and negotiate. Property owners are also provided a copy of the appraisal.
Sound Transit negotiates to purchase the property.
Sound Transit may also reimburse for some or all of the following:
1. Owner’s own appraisal
2. Legal review of offer
3. Accounting review for tax purposes
For people and businesses displaced by the project, a relocation agent will meet with the property owner to explain relocation assistance, eligibility and entitlements.

While every acquisition is unique, most can take anywhere between 6-12 months to complete. Given what we know at this time, it is possible that property acquisition and relocation could begin as soon as late-2023. However, this schedule is subject to change.

Property acquisition timeline

Mid-2021 Pre-Draft EIS release

Sound Transit contacts potentially affected property owners

Early 2022 Draft EIS release

Draft EIS available for public review and comments
Sound Transit Board confirms or modifies the preferred alternative following close of comment period

2023 Final EIS release

Sound Transit Board selects project to be built

2023-2027 Final Design

Sound Transit identifies property rights needed to construct, operate and maintain the system
Sound Transit Board authorizes property purchases
Sound Transit will prepare an appraisal to determine fair market value of property needed for the project
Sound Transit will provide relocation assistance to people and businesses displaced by the project, including referrals to comparable properties and payment of moving costs
Sound Transit staff are available to support property owners and tenants through this process

With final decisions still years away, we know this period of uncertainty can be stressful and are here to help. If you have additional questions or would like to set up a virtual meeting, contact our outreach team at wsblink@soundtransit.org or 206-903-7229.

How does realignment impact this timeline?

Need more info?

For more information about property acquisition and relocation, please refer to the following resources:

Property Owner Meeting Scheduling

Are you a potentially affected property owner or tenant?

Learn more about what to expect as the project progresses and schedule a briefing with our team.

Join a Community Advisory Group!

Overview

We are currently studying multiple light rail routes and station locations (called alternatives). The public will have an important opportunity to provide input during a public comment period in early 2022 when we expect to publish the Draft Environmental Impact Statement (EIS) and offer a variety of ways to engage, including through public meetings, by phone, mail, email and online.

In addition, Sound Transit is forming Community Advisory Groups (CAGs) to provide another forum to share information and to collaborate with community members around issues and tradeoffs as we work to deliver a project on time and within scope. The feedback from these groups taken together with all the comments received from the public comment period will be provided to the Sound Transit Board before it confirms or modifies the preferred alternative for the WSBLE project early next year.

Structure and membership

We're forming CAGs with a diversity of experiences and perspectives from communities along the project corridor, including but not limited to, income level, race, age, physical and cognitive abilities, and lived experience. Each group will be comprised of 10-15 community members, organized by geographic area.

Members will serve as ambassadors to their communities and bring forth community values, concerns and ideas. Members will receive a stipend for their involvement in meetings, which we expect will involve potentially six virtual meetings starting this fall and continuing through early 2022.

We’re looking for people who:

Live, work and/or volunteer along the project corridor.
Are a part of or have a deep understanding of one or more of the communities along the corridor.
Have knowledge and/or interest in public transportation, mobility and how transportation affects the lives of people in the region.

We ask that members be prepared to:

Act as a community ambassador, willing to share information with community members and bring forth community values, concerns, and ideas.
Consider the community as a whole and go beyond personal interests.
Participate collaboratively with group members whose views may be different from their own.
Attend approximately six-monthly meetings from fall 2021 through early 2022, participating fully in the process.

Never done anything like this before? That's OK! You bring valuable perspectives, and we want to hear from you. People who identify as Black, Indigenous, or a person of color, women, LGBTQ+, immigrant or refugee, low-income, or people with diverse abilities are strongly encouraged to apply.

Submit an interest form to get involved in one of the following ways:

Fill out the form below and submit electronically
Print a PDF and mail to:
West Seattle and Ballard Link Extension
c/o Leda Chahim
Sound Transit
401 S. Jackson St.
Seattle, WA 98104

For assistance with this form:

Email: wsblink@soundtransit.org
Call: 206-903-7229

Submissions will close on 5pm, Wednesday, Oct. 27, 2021.

Interest form translations

Fill out this CAG interest form!

Survey softwarePlease take my survey now

Stay engaged

We want to provide you with useful and meaningful engagement materials to help prepare you to comment on the Draft EIS in early 2022. While we have some opportunities to stay engaged, you may have ideas for us on how best to engage you now. Feel free to share your engagement ideas with the project team below.

Sign up for email updates

Get project news, announcements and public involvement opportunities delivered to your inbox.

Help us share this information

Share this site with your friends, neighbors and community.

Have more questions? Want to engage further?

Request a virtual briefing for your group.
Email us wsblink@soundtransit.org
Call the project line to speak with an Outreach Specialist (206) 903-7229.

Ideas for how we can best engage you now?

survey softwarePlease take my survey now

Note: If you have a question about our project, please email us.

Realignment outcomes

What’s the latest?

What are the West Seattle and Ballard Link Extensions?

Stay engaged!

Request a virtual briefing for your group.

What is an Environmental Impact Statement (EIS)?

We need your input later this year

Project timeline

2016 Voter Approval

2017-2023 Planning

2023-2026 (West Seattle Extension) and 2023-2027 (Ballard Extension) Design

2026-2032 (West Seattle Extension) and 2026-2037/2039* (Ballard Extension) Construction

2032 (West Seattle Extension) and 2037-2039* (Ballard Extension) Start of Service

Draft EIS sections

Community Comment Guide

Equity and inclusion during environmental review

Draft EIS alternatives - Interbay/Ballard segment

Draft EIS alternatives - Downtown segment

Draft EIS alternatives - Chinatown-International District segment

Draft EIS alternatives - SODO segment

Draft EIS alternatives - West Seattle segment

What we have heard from the community

Stations

Frequently Asked Questions

Property acquisition timeline

Mid-2021 Pre-Draft EIS release

Early 2022 Draft EIS release

2023 Final EIS release

2023-2027 Final Design

Need more info?

Property Owner Meeting Scheduling

Overview

Structure and membership

We’re looking for people who:

We ask that members be prepared to:

Interest form translations

Fill out this CAG interest form!

Sign up for email updates

Help us share this information

Have more questions? Want to engage further?

Ideas for how we can best engage you now?

West Seattle Ballard - 077-030-001 -final thoughts - sep 2020

Ideas for how we can best engage you now?