Welcome
Back in 2019, the Sound Transit Board identified preferred alternatives and other alternatives to study in a Draft Environmental Impact Statement (EIS), which was published on Jan. 28, 2022 followed by a 90-day public comment period. The Draft EIS evaluated potential impacts and benefits of the alternatives on the natural and built environment and transportation system, and identified potential mitigation measures.
After reviewing the Draft EIS and the comments from Tribes, the public and agency partners, the Sound Transit Board identified the preferred alternative for the West Seattle Link Extension and requested further study for the Ballard Link Extension. Read more about the Sound Transit Board’s action in our press release and the Board Motion.
In the Final EIS, expected to be published in late 2023 , Sound Transit will respond to comments received during the Draft EIS comment period. Following the publication of the Final EIS, the Board will select the project to be built. The Draft EIS Agency and Public Comment Summary Report provides an overview of comment themes along with appendices of all comments received.
About the project
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 Link extensions are part of the regional transit system expansion approved by voters in November 2016.
New to the project and looking for more background? Visit the project overview to get up to speed.
Overview
About the project
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 Link extensions are part of the regional transit system expansion approved by voters in November 2016.
- West Seattle Link Extension
- Adds 4.7 miles of light rail service from downtown Seattle to West Seattle's Alaska Junction neighborhood.
- Includes 4 new stations from SODO to Alaska Junction.
- Ballard Link Extension
- Adds 7.1 miles of light rail service from downtown Seattle to Ballard, including a new downtown Seattle rail-only tunnel.
- Includes 9 new stations from Chinatown-International District to Market Street.
Learn more about the alternatives
Choose a segment below to view the route and station options and a high-level comparison of the Draft EIS alternatives.
Equity and inclusion
Sound Transit is committed to centering communities along the project corridor and engaging communities of color and low-income and other vulnerable populations throughout the public involvement process. During the environmental review process, Sound Transit conducted an environmental justice analysis, which is included in the Draft EIS. The analysis:
- Describes the demographics of the project corridor.
- Evaluates whether the project would disproportionately impact communities of color and low-income communities.
- Considers potential project benefits such as improved access to opportunity.
- Documents our efforts to involve communities of color and low-income populations in the planning process and what we have heard so far from outreach efforts.
Along with the Draft EIS environmental justice analysis, Sound Transit and the City of Seattle have partnered on the Racial Equity Toolkit (RET) process for the project. The RET lays out a process and a set of questions to guide the development, implementation and evaluation of the project to advance racial equity. The RET process began early in project development, informing data analysis, technical evaluation and the focus and extent of community engagement. During the environmental review phase, the RET builds on the environmental justice assessment for this project, documenting potential project impacts and benefits, and community feedback. However, given that the RET process is guided by a different framework than the EIS environmental justice requirements, the report on the RET process and findings is structured differently, and is oriented around RET outcomes for the project. A draft RET report on the process, requirements, outcomes and findings is available now.
Interbay/Ballard Alternatives
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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.
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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.
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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.
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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.
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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.
South Interbay Alternatives
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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.
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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).
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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.
Downtown Alternatives
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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.
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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.
Chinatown-International District Alternatives
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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 International District/Chinatown Station. The 4th Avenue South Viaduct would be demolished and reconstructed to accommodate construction of this station.
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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.
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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 International District/Chinatown Station.
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The 5th Avenue Shallow Diagonal Station Configuration would be the same as the 5th Avenue Shallow Alternative except that it would transition towards 5th Avenue South further north of Seattle Boulevard South with a similar station entrance location.
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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.
SODO Alternatives
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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.
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The At-Grade Staggered Station Configuration would be the same as the At-Grade Alternative (preferred alternative) except that the west platform would be shifted slightly to the north. It would have the same station entrance locations.
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The At-Grade South Station Option would generally be the same as the At-Grade Alternative (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.
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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.
Duwamish Alternatives
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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.
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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.
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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.
West Seattle Junction/Delridge Alternatives
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West Seattle Junction
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.
Delridge
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.
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West Seattle Junction
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 West Seattle 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.
Delridge
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.
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West Seattle Junction
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.
Delridge
The Dakota Street Station Lower Height 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.
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West Seattle Junction
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. Stations would be located as follows:- Avalon Station: The station would be beneath Fauntleroy Way Southwest.
- Alaska Junction Station: The station would be in a tunnel beneath 42nd Avenue Southwest and Southwest Alaska Street.
Delridge
The Dakota Street Station Lower Height 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.
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West Seattle Junction
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.
Delridge
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.
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West Seattle Junction
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. 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.
Delridge
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.
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West Seattle Junction
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.
Delridge
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.
How did we get here?
- 2032 as the timeframe we can afford to open service from SODO to Alaska Junction.
- 2037 as the timeframe we can afford to open service to Smith Cove (including the second downtown tunnel).
- 2039 as the timeframe we can afford to open service to Ballard.
Further studies
Further studies
Overview
Sound Transit is studying multiple light rail routes and station locations (called alternatives) and the public had an opportunity to provide input during the 90-day Draft EIS public comment period in early 2022.
After reviewing the Draft EIS and the comments from Tribes, the public and agency partners, the Sound Transit Board confirmed and modified the preferred alternative for the West Seattle Link Extension (includes stations from SODO to the Alaska Junction in West Seattle) and requested further studies for the Ballard Link Extension (includes stations from Chinatown-International District to Market Street in Ballard). Sound Transit staff will provide updates to the Sound Transit Board on progress of further studies in November 2022 and February 2023. Read more about the Sound Transit Board’s action in our press release and Board Motion.
Stay tuned to this page or subscribe to email updates to learn about further study efforts.
CID Engagement
In the Chinatown-International District (CID) segment, the Sound Transit Board requested further study and engagement between community and agency partners focused on the shallow CID options to:
- Seek to address remaining questions, minimize potential impacts and maximize community benefits.
- Explore how to create an integrated, well-connected hub for all modes, opportunities to enhance ridership and access, activate or modify use of Union Station and plaza, as well as funding and cost savings opportunities.
- Include study concepts requested by community and agency partners, including but not limited to work to define a 4th Avenue shallow tunnel option with a goal to maximize benefits while minimizing costs and impacts.
Our first step in this process is to engage community early to shape our further study scope and to inform our process for iterative, inclusive and meaningful engagement throughout the study period. Community feedback will shape the scope and direction of our study efforts and the engagement process for the next several months.
Given the complexity, the legacy of projects like these happening to community and not with community, and our interest in supporting meaningful community involvement around the CID Station area, Sound Transit and the City of Seattle are organizing a series of meetings to supplement many other engagement approaches that center reaching communities in the CID and Pioneer Square neighborhoods.
Save the date
Save the date:
- December 14, 2022
- January 5, 2023
We'll share more details as we get closer.
Join the conversation
Save the date:
- December 14, 2022
- January 5, 2023
We'll share more details as we get closer.
Station Planning
We are studying multiple station alternatives in each neighborhood. Part of this study is understanding how stations will be accessed on foot, bicycle, bus, and other vehicles, as well as how stations will integrate with neighborhoods. We’ve partnered with the City of Seattle and communities to create some initial concepts for access, connectivity, and urban design. Click on a station below to view plans and cross-sections of the Draft EIS Station alternatives 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.
Station Planning Progress Report
Sound Transit, the City of Seattle, King County Metro, and other agency partners such as the Port of Seattle worked throughout 2020 and 2021 to evaluate the Draft EIS station alternatives and offer ideas and recommendations in response to the community priorities we have heard. This work is summarized and presented in a Station Planning Progress Report that we are publishing alongside the Draft EIS to further help communities understand the opportunities and challenges of the different alternatives. Check out the progress report for more details (links below)
- Station Planning Progress Report - West Seattle Extension (49MB)
- Station Planning Progress Report - Ballard Link Extension (62MB)
- Station Planning Progress Report - Introduction and Navigating the Report (3MB)
- Station Planning Progress Report – Additional Resources (1MB)
View by station:
- Station Planning Progress Report – Alaska Junction (16MB)
- Station Planning Progress Report – Avalon (8MB)
- Station Planning Progress Report – Delridge (10MB)
- Station Planning Progress Report – SODO (6MB)
- Station Planning Progress Report – Chinatown-International District (13MB)
- Station Planning Progress Report – Midtown (8MB)
- Station Planning Progress Report – Westlake (9MB)
- Station Planning Progress Report – Denny (6MB)
- Station Planning Progress Report – South Lake Union (7MB)
- Station Planning Progress Report – Seattle Center (5MB)
- Station Planning Progress Report – Smith Cove (9MB)
- Station Planning Progress Report – Interbay (7MB)
- Station Planning Progress Report – Ballard (9MB)
Stations
Choose a station to view maps and plans of the different station alternatives, including potential entrance locations, ways of accessing the stations and opportunities for development and public spaces around the stations.
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, and minimizes hardships 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.
Property acquisition timeline
Fall 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 based on comments from the public, agency partners and Tribes
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
Without concrete decisions until the release of the Final EIS, 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.
Frequently Asked Questions
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Need more info?
For more information about property acquisition and relocation, please refer to the following resources:
Get involved
There are multiple opportunities to get engaged with the project.
Talk to project staff
Request a briefing or meeting with us; we are happy to meet with you or your community group online with opportunities to hold in-person briefings once safe to do so
Stay engaged
Follow us on social media @SoundTransit
Contact us
Call the project line at 206-903-7229 to speak with a community engagement specialist
Email with questions, concerns or comments: wsblink@soundtransit.org
