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.
What is the Draft EIS?
A Draft Environmental Impact Statement (EIS) is an environmental review document that outlines the possible routes and station locations under consideration – collectively called “alternatives.” It will help Sound Transit, our partner agencies, the public, and other decision-makers understand the potential impacts and benefits of each alternative by describing how the alternative might affect the natural and built environments and transportation systems during both construction and future operation.
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.
2016 Voter Approval
2017-2023 Planning
- Alternatives development
- ST Board identifies preferred alternative
- Draft Environmental Impact Statement
- ST Board modifies the preferred alternative for West Seattle Link Extension
- ST Board confirms or modifies the preferred alternative for Ballard Link Extension
- Final Environmental Impact Statement
- ST Board selects projects to be built
- Federal Transit Administration issues Record of Decision
2023-2026 (West Seattle Extension) and 2023-2027 (Ballard Extension) Design
- Procure final design and construction contracts
- Obtain land use and construction permits
- Begin property acquisition / relocation
- Advance utility relocation / early work contracts
2026-2032 (West Seattle Extension) and 2026-2037/2039* (Ballard Extension) Construction
- Demolition and clearing where necessary to build and operate the light rail guideway
- Earth work such as stormwater systems, column footings, retaining walls and tunneling
- Guideway and station construction
- Ongoing conversations with anyone affected by construction
- 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.

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.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 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 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.



Draft EIS
Learn about the Environmental Impact Statement (EIS)
The Draft EIS for the West Seattle and Ballard Link Extensions project has been developed to help Sound Transit, as well as partner agencies and the public, better understand the potential impacts and benefits of the project.
The Draft EIS:
- Identifies the alternatives under consideration.
- Describes the potential environmental impacts and benefits of each alternative.
- Proposes actions that will help mitigate impacts.
The formal public comment period for the Draft EIS for the project closed on April 28, 2022. The Draft EIS Agency and Public Comment Summary Report provides an overview of comment themes along with appendices of all comments received. Analysis in the Draft EIS and comments received will help inform the Sound Transit Board as it confirms or modifies the preferred alternative. The Final EIS will include responses to comments.
Want to take another look at the Draft EIS?
While the formal public comment period is now closed, you can still explore the Draft EIS. The Executive Summary provides an overview of the Draft EIS. It condenses the larger Draft EIS to help readers quickly become acquainted with the project.
Draft EIS Executive Summary
*Sound Transit was made aware of a translation error in the Simplified Chinese Draft EIS Executive Summary in Table ES5 on page ES-29. That translation error has now been corrected.
You can view the entire Draft EIS document online. See the Reader's Guide below to help navigate the document.
Chapter 1
States what problems the project will address and why the investment in this transit project is needed.
Chapter 2
Describes the alternatives evaluated in the Draft EIS, including alignment and station locations, how they will be constructed, and how long construction will take.
Chapter 3
Presents analysis of the existing transportation system in the project area and discusses potential impacts of the alternatives to regional facilities and travel and transit operations. Discusses ridership and travel times for each alternative as well as parking impacts in addition to pedestrian and bicyclist access at each station area.
Chapter 4
Discusses the affected environment and environmental consequences of the project.
Chapter 5
Describes the project’s effects on a particular resource, combined with past, present and future effects of other projects. The cumulative impact assessment can identify consequences that might not be apparent when the project is considered in isolation.
Chapter 6
Evaluates how the West Seattle and Ballard Link Extensions alternatives meet the project’s purpose and need. It also summarizes the benefits and impacts of each alternative.
- K: Present and Future Development
- L: Supporting Information
- M: Summary of Alternatives Development and Initial Assessment Process
- Appendix N1: Transportation Technical Report
- N.1A Transportation Technical Analysis Methodology Report
- N.1B Existing and Future Transit Routes and Levels of Service
- N.1C Transit Service Integration Technical Memorandum
- N.1D Existing and Future Intersection Levels of Service
- N.1E Construction-Related Roadway Modifications
- N.1F Pedestrian Levels of Service
- N.1G Bicycle Master Plan Project List
- N.1H Historical Collisions by Collision Type
- Appendix N2: Visual Technical Report
- Appendix N3: Noise and Vibration Technical Report
- Appendix N3: Noise and Vibration Technical Report Attachments
- N.3A Noise Measurement Data, Site Details, and Photographs
- N.3B Vibration Measurement Site Photographs
- N.3C Vibration Propagation Measurement Results
- N.3D Maps of Noise Impact Assessment
- N.3E Maps of Vibration Impact Assessment
- N.3F Tables of Noise Predictions
- N.3G Tables of Vibration Predictions
- N.3H Vibration Analysis of Category 1 Uses and Special Buildings
- Appendix N4: Ecosystems Technical Report
- Appendix N4: Ecosystems Technical Report Attachments
- Appendix N5: Historic and Archaeological Resources Technical Report
- Appendix N5: Historic and Archaeological Resources Technical Report Attachments
*Appendix I is reserved for the mitigation plan and will be included in the Final EIS.
Looking for a quick overview?
Use the links in the drop down below to help navigate the Draft EIS and find more information on a particular subject.
The formal comment period for the Draft EIS was from January 28-April 28, 2022. While the formal comment period is closed, we’re always interested in your feedback. Please email your comments and questions to wsblink@soundtransit.org.
Purpose and need
Alternatives
- West Seattle Link Extension
- Ballard Link Extension
Potential impacts and benefits
- Affected environment and impacts
- Air quality and greenhouse gases
- Historic and archaeological resources
- Economics
- Ecosystems resources
- Electromagnetic fields
- Energy impacts
- Geology
- Hazardous materials
- Land use
- Noise and vibration
- Parks and recreation resources
- Property acquisitions, displacements and relocations
- Public services, safety and security
- Section 4(f) resources (historic, parks, recreation areas)
- Social impacts, community facilities and neighborhoods
- Transportation impacts
- Utilities
- Visual and aesthetics resources
- Water resources
- Environmental consequences - background and regulatory
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)
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 where feasible, 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.
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.

Learn about WSBLE project station planning in this video.
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.
Advisory Groups
Overview
Sound Transit has studied multiple light rail routes and station locations (called alternatives) and the public had an opportunity to provide input during the Draft EIS public comment period in early 2022.
In addition to the public comments Sound Transit received on the Draft EIS, the agency also formed 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 this 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.
We formed 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 is comprised of 10-15 community members, organized by geographic area.
Members 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 through early 2022.
- Interbay/Ballard Community Advisory Group:
Wednesday, January 5, 2022 from 5pm to 7pm - Downtown Community Advisory Group:
Thursday, January 6, 2022 from 5pm to 7pm - West Seattle/Duwamish Community Advisory Group:
Tuesday, January 11, 2022 from 5pm to 7pm - CID/SODO Community Advisory Group:
Thursday, January 13, 2022 from 5pm to 7pm
- Interbay/Ballard Community Advisory Group:
Wednesday, February 2, 2022 from 5pm to 7pm - Downtown Community Advisory Group:
Thursday, February 3, 2022 from 5pm to 7pm - West Seattle/Duwamish Community Advisory Group:
Tuesday, February 8, 2022 from 5pm to 7pm - CID/SODO Community Advisory Group:
Wednesday, February 9, 2022 from 5pm to 7pm
- Interbay/Ballard Community Advisory Group:
Tuesday, March 1, 2022 from 5pm to 7pm - Downtown Community Advisory Group:
Thursday, March 3, 2022 from 5pm to 7pm - West Seattle/Duwamish Community Advisory Group:
Tuesday, March 8, 2022 from 5pm to 7pm - CID/SODO Community Advisory Group:
Thursday, March 10, 2022 from 5pm to 7pm
- Interbay/Ballard Community Advisory Group:
Tuesday, April 5, 2022 from 5pm to 7pm - Downtown Community Advisory Group:
Thursday, April 7, 2022 from 5pm to 7pm - West Seattle/Duwamish Community Advisory Group:
Tuesday, April 12, 2022 from 5pm to 7pm - CID/SODO Community Advisory Group:
Wednesday, April 13, 2022 from 5pm to 7pm
- Interbay/Ballard Community Advisory Group:
Wednesday, May 4, 2022 from 5pm to 7pm - Downtown Community Advisory Group:
Thursday, May 5, 2022 from 5pm to 7pm - West Seattle/Duwamish Community Advisory Group:
Tuesday, May 10, 2022 from 5pm to 7pm - CID/SODO Community Advisory Group:
Thursday, May 12, 2022 from 5pm to 7pm
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
All potentially affected property owners were notified prior to the release of the Draft Environmental Impact Statement (EIS). 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.
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.
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.
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:
- Owner’s own appraisal
- Legal review of offer
- 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.
Realignment will not impact the earlier stages of the project, including the planning, design, and property acquisition processes.
Q: What is the average timeframe from the offer to closure of sale?
A: While each acquisition is unique, most processes can take anywhere between 6-12 months to complete.
Q: Does Sound Transit pay closing costs?
A: Sound Transit will pay for all normal sale expenses including escrow fees, title insurance, pre-payment penalties, mortgage release fee, recording fees and all typical costs related to conveying title. The sale will be exempt from real estate excise tax.
Q: If my house does have to be acquired and I have to relocate, am I able to stay in the same school district or buy a similar home?
A: Sound Transit will make every effort to find comparable properties within the desired market.
Q: Is there a geographical boundary limit for relocation?
A: No, there is no geographical limit on where you can move. Sound Transit will pay moving expenses within a 50-mile range.
Q: If there is a long delay between acquisition and when construction starts, will there be empty houses in neighborhoods for several years?
A: While acquisitions are tied to the project schedule, it is possible that homes could be vacated prior to construction starting. If that occurs, Sound Transit will take appropriate measures to secure the properties until demolition can take place.
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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
Watch
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

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