Welcome
What’s the latest?
- Sound Transit is currently studying multiple light rail routes and station locations (called alternatives) for the West Seattle and Ballard Link Extensions (WSBLE) project.
- You will have an important opportunity to provide your input during a public comment period in mid-2021 when we expect to publish the Draft Environmental Impact Statement (Draft EIS).
- To help you prepare for the publication of the document, you can:
- Learn about the environmental review process and the topics we are studying in the Draft EIS.
- Learn about the alternatives we are studying in the Draft EIS.
- Learn about each station location and review maps showing potential station entrances and connections for people walking, rolling, biking and taking transit.
We recognize that the past year has been extremely challenging. We are living through the COVID-19 pandemic, a national reckoning of racial injustice and an unprecedented change in daily life. We hope this website allows you to get caught up on the project at your convenience and well in advance of when we will be seeking your comments when the Draft EIS is published.
Request a virtual briefing for your group.
What are the West Seattle and Ballard Link Extensions?
The West Seattle and Ballard Link Extensions will provide fast, reliable light rail connections to dense residential and job centers throughout the region. In addition, a new downtown Seattle light rail tunnel will provide capacity for the entire regional system to operate efficiently. These two separate light rail extensions are part of the regional ST3 package that voters approved funding for in November 2016.
Learn about the WSBLE project in this video.
Environmental review
What is an Environmental Impact Statement (EIS)?
The EIS for the West Seattle and Ballard Link Extensions project will help Sound Transit, as well as partner agencies and the public, better understand the potential impacts and benefits of the project. It will describe the multiple alternatives being considered, and how each alternative might affect the natural and built environment, and transportation systems.
We need your input later this year
You will have the opportunity to review and comment on the Draft EIS which is expected to be published in mid-2021. Your comments on the Draft EIS will be important. Based on the Draft EIS analysis and your comments, the Sound Transit Board will confirm or modify the preferred alternative. The preferred alternative, along with the other Draft EIS alternatives, will then be included in the Final EIS, which is expected to be published in 2023. After publication of the Final EIS, the Sound Transit Board will select the project to be built.
We will share information about the comment period in our email updates. Sign up!
Timeline
Schedule subject to changes resulting from the COVID-19 crisis and realignment
2016 Voter Approval
2017-2023 Planning
- Alternatives development
- ST Board identifies preferred alternative
- Draft Environmental Impact Statement (We are here)
- Final Environmental Impact Statement
- Preliminary design
- ST Board selects projects to be built
- Federal Record of Decision
2023-2026 (West Seattle Extension) and 2023-2027 (Ballard Extension) Design
- Final design
- Procure construction contracts
- Obtain land use and construction permits
- Property acquisition / relocation
- Advanced utility relocation / early work contracts
2026-2031 (West Seattle Extension) and 2026-2036 (Ballard Extension) Construction
- Ongoing conversations with property owners
- Groundbreaking
- Construction updates and mitigation
- Safety Education
- Testing and preparations
2031 (West Seattle Extension) and 2036 (Ballard Extension) Start of Service*
*COVID-19 has significantly impacted Sound Transit's long-term funding projections, causing uncertainties about project delivery dates. In 2021, the Sound Transit Board will continue a realignment process to determine the degree to which plans and timelines for voter-approved projects need to change.
In recent months, COVID-19 has also impacted Sound Transit's work with partners to advance WSBLE environmental review work. Until the Board makes realignment decisions in 2021, WSBLE project materials will continue to reflect the original project schedule with the exception of incorporating the recent impacts to the environmental review timeline. These changes include moving the completion dates from 2030 to 2031 for West Seattle and from 2035 to 2036 for Ballard. Schedules are based on limited design and engineering at this phase of project development. Opening dates are subject to further changes under the realignment process.
Draft EIS sections
The Draft EIS will describe the multiple alternatives being considered, and how each alternative might affect the natural and built environment, and transportation systems, both during construction and final operation of the light rail line. Below are examples of what the analysis for each topic will include:
- Air quality and greenhouse gas emissions: including potential impacts on air quality and greenhouse gas emissions.
- Ecosystems: including potential impacts to wetlands, aquatic and terrestrial species and their habitat, and vegetation.
- Water resources: including potential impacts to surface waters (such as streams, rivers, shorelines, floodplains and floodways) and groundwater.
- Geology and soils: including consideration of topography, geology, soil characteristics, and geologic hazards (which include steep slopes, landslide-prone areas, liquefaction-prone areas, peat settlement-prone areas, seismic hazard areas, and volcanic hazard areas).
- Acquisitions, displacements and relocations: including properties potentially affected by the project, along with the estimated number of residential and business displacements.
- Noise and vibration: including potential noise and vibration impacts to sensitive receivers such as residences, hotels, and theaters.
- Economic effect: including potential changes to business and employment activity during construction and from property acquisition, effects of construction expenditures, and indirect economic activity from the project.
- Visual resources: including changes in visual quality seen by concentrations of sensitive viewers (such as residences and park users) and potential blockage or intrusion of existing views from City of Seattle scenic routes and public spaces.
- Parks and recreation: including potential impacts to parks, greenbelts and trails.
- Land use: including an assessment of the amount of property converted to a public transportation use, the project’s consistency with land use plans and policies, and potential indirect redevelopment near stations.
- Energy: including estimated energy use during construction and operation of the project. This includes potential change in energy use as people shift from vehicles to other modes.
- Hazardous materials: including identification of potential long-term, operational impacts that the project could have on known contaminated sites and the potential to encounter hazardous materials during construction.
- Public services: including potential impacts to fire and emergency medical services, police services, schools, solid waste and recycling services, post offices, and other government facilities.
- Historic and archaeological resources: including potential impacts to historic properties, historic districts, and archaeological sites.
- Social Resources, community facilities, and neighborhoods: including potential effects to neighborhood cohesion and interaction, social resources (such as social service providers and emergency housing) and community resources (such as youth and senior centers, libraries, parks and recreation facilities, and cultural institutions).
- Electromagnetic fields: including potential disruption to sensitive equipment such as magnetic resonance imaging (MRI) equipment and electron microscopes, from electromagnetic interference.
- Utilities: potential conflicts with major utilities.
- Regional transportation: including vehicle miles of travel, vehicle hours of travel, vehicle hours of delay, and mode share.
- Transit services: including regional and local services, project and station ridership and transit quality and performance levels of service.
- Arterial and local street systems: including property access, local traffic circulation and intersection level of service.
- Parking: including the potential loss of public on-street parking due to project facilities and neighborhood parking effects near station locations.
- Non-motorized facilities: including bicycle and pedestrian facilities around stations and on major bicycle or pedestrian trails potentially affected.
- Navigation: including vessel movement on navigable waterways (Salmon Bay and the Duwamish Waterway).
- Freight: including potential impacts to freight movement by truck, rail, and water.
Equity and inclusion during environmental review
Sound Transit is committed to inclusively engaging communities along the project corridors, striving to engage communities of color and low-income populations throughout the public involvement process. During the environmental review process, Sound Transit will conduct an environmental justice analysis, which will be included in the Draft EIS. The analysis will:
- Describe the demographics of the project corridor.
- Evaluate whether the project would disproportionately impact communities of color and low-income communities.
- Consider potential project benefits such as improved access to opportunity.
- Document our efforts to involve communities of color and low-income populations in the planning process and what we hear from outreach efforts.
Along with the Draft EIS environmental justice analysis, Sound Transit and the City of Seattle have partnered to apply a Racial Equity Toolkit (RET) for each planning phase, including the previous alternatives development phase and the current environmental review phase. The RET offers a framework and process for centering people of color, low-income and other vulnerable populations in project development and project outcomes. The goals of the environmental justice analysis and its focus on evaluating how a project impacts communities of color and low-income populations are in alignment with and form the basis of the RET report. The report documents potential project impacts and benefits and is informed by community feedback.
Alternatives
Choose a segment to view maps and descriptions for the DEIS alternatives.
Elevated 14th Avenue Alternative (preferred alternative)
The Elevated 14th Avenue Alternative would cross over West Dravus Street on an elevated guideway parallel to the BNSF tracks and then curve northeast to the Interbay Station. The station would be just north of West Dravus Street between the railroad tracks and 17th Avenue West. The alternative would continue on an elevated guideway from the Interbay Station northeast over the Emerson Street interchange and then curve north to cross Salmon Bay on a fixed-span bridge on the east side of the Ballard Bridge (15th Avenue Bridge). The alternative would continue north within the 14th Avenue Northwest right of way before transitioning to the east edge of the road south of Northwest Market Street. The Ballard Station would be on the east side of 14th Avenue Northwest, straddling Northwest Market Street. Elevated tail tracks would extend north of the station along the east side of 14th Avenue Northwest and would then curve west to end above the center of the roadway.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.
Tunnel 14th Avenue Alternative (preferred alternative with third-party funding)
The Tunnel 14th Avenue Alternative would cross under West Dravus Street, enter a retained cut parallel to the BNSF tracks and then curve northeast to the Interbay Station. The station would be in a retained cut north of West Dravus Street, between 17th Avenue West and Thorndyke Avenue West. The alternative would continue in a retained cut from Interbay Station to a tunnel portal between 15th Avenue West and Thorndyke Avenue West. The tunnel would travel northeast under the Emerson Street interchange, under Salmon Bay (east of the Ballard Bridge), and then curve north beneath 14th Avenue Northwest to Northwest Market Street. The station would be under 14th Avenue Northwest and Northwest Market Street. Tail tracks would extend beneath 14th Avenue Northwest north of the station.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
Tunnel 15th Avenue Station Option (preferred alternative with third-party funding)
The Interbay Station and tunnel alignment for the Tunnel 15th Avenue Station Option would be the same as the Tunnel 14th Avenue Alternative until just north of the tunnel portal, where it would head north under Salmon Bay and continue in a tunnel east of 15th Avenue Northwest to the Ballard Station. The station would be east of 15th Avenue Northwest and south of Northwest Market Street. Tail tracks would extend north of the station underneath the east side of 15th Avenue Northwest.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
Elevated 14th Avenue Alternative Alignment Option (from Prospect Street Station/15th Avenue), (other DEIS alternative)
The Elevated 14th Avenue Alternative Alignment Option is a design option for connecting the Prospect Street Station/15th Avenue Alternative in the South Interbay segment to the Elevated 14th Avenue Alternative bridge over Salmon Bay. The alignment would start north of the Interbay Station on 15th Avenue West. It would extend to the northeast of the intersection of 15th Avenue West and West Emerson Street on an elevated guideway and would connect to the 14th Avenue alignment bridge over Salmon Bay. The bridge over Salmon Bay and the elevated guideway to the north would be the same as for the Elevated 14th Avenue Alternative.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.
Elevated 15th Avenue Alternative (other DEIS alternative)
The Elevated 15th Avenue Alternative would cross over West Dravus Street in the median of 15th Avenue West. The Interbay Station would be elevated above 15th Avenue West, straddling West Dravus Street. The alternative would continue on an elevated guideway from the Interbay Station on the west side of 15th Avenue West and climb to cross over the Emerson Street interchange. From the interchange, the alternative would cross over the east side of Fishermen’s Terminal west of the Ballard Bridge and cross Salmon Bay on a moveable bridge. The alternative would continue north from the bridge on an elevated guideway on the west side of 15th Avenue Northwest and transition to the east edge of 15th Avenue Northwest near Northwest 52nd Street. The Ballard Station would be elevated above the east edge of 15th Avenue Northwest, south of Northwest Market Street. Elevated tail tracks would extend north of the station along the east edge of 15th Avenue Northwest within the road right of way.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.
Galer Street Station/Central Interbay Alternative (preferred alternative)
The Galer Street Station/Central Interbay Alternative would continue the tunnel beneath Republican Street in the Downtown segment from 2nd Avenue West to a tunnel portal on the east side of 5th Avenue West. From the tunnel portal, the alternative would become elevated and cross to the west side of Elliott Avenue West and continue northwest. The guideway would cross to the east side of Elliott Avenue West near West Mercer Place and would continue northwest between the east side of Elliott Avenue West and Kinnear Park. North of Kinnear Park, the alignment would transition to the west side of Elliott Avenue West to enter the Smith Cove Station. Smith Cove Station would be elevated above the West Galer Street bridge. From the Smith Cove Station, the elevated guideway would cross over the Magnolia Bridge and continue north along the east side of the BNSF Railway tracks to West Armory Way. From West Armory Way, the alignment would continue north along the western edge of the Interbay Golf Center and Interbay Athletic Complex. The elevated guideway would continue over West Dravus Street and connect to the Elevated 14th Avenue Alternative in the Interbay/Ballard segment. For this alternative to connect to the tunnel alternatives (Tunnel 14th Avenue Alternative and Tunnel 15th Avenue Station Option) in the Interbay/Ballard segment, it would transition from elevated to at-grade along the Interbay Athletic Complex to continue under West Dravus Street.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
Prospect Street Station/15th Avenue Alternative (other DEIS alternative)
The Prospect Street Station/15th Avenue Alternative would continue the tunnel beneath Republican Street in the Downtown segment from 2nd Avenue West to a tunnel portal on the east side of 5th Avenue West. From the tunnel portal, the alternative would become elevated and cross to the west side of Elliott Avenue West and continue northwest. The guideway would cross to the east side of Elliott Avenue West near West Mercer Place and would continue northwest between the east side of Elliott Avenue West and Kinnear Park. It would enter an elevated Smith Cove Station north of Kinnear Park on the east side of Elliott Avenue West. The station would be north of West Prospect Street. From the Smith Cove Station, the elevated guideway would continue northwest along the east side of Elliott Avenue West and then transition to a retained cut along the edge of the Southwest Queen Anne Greenbelt before turning north and transitioning to the center of 15th Avenue West near West Newton Street. It would continue on the elevated guideway in the middle of 15th Avenue West to West Barrett Street. This alternative would only connect to the bridge alternatives (Elevated 14th Avenue Alternative Alignment Option and Elevated 15th Avenue Alternative in the Interbay/Ballard segment).

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
Prospect Street Station/Central Interbay Alternative (other DEIS alternative)
The Prospect Street Station/Central Interbay Alternative would continue the tunnel under West Mercer Street from the Downtown segment from 2nd Avenue West to a tunnel portal east of Elliott Avenue West on the northwestern edge of Kinnear Park, south of West Prospect Street. The alternative would continue north from the tunnel portal in a retained cut to Smith Cove Station north of West Prospect Street. The station would be in a retained cut, and the alternative would continue north in a retained cut along the edge of the Southwest Queen Anne Greenbelt. The alternative would transition to an elevated guideway near West Howe Street and cross 15th Avenue West at West Armory Way to travel northwest along the northern side of West Armory Way. From West Armory Way, it would continue north along the western edge of the Interbay Golf Center and Interbay Athletic Complex and then continue over West Dravus Street to connect to the Elevated 14th Avenue Alternative. For this alternative to connect to the tunnel alternatives (Tunnel 14th Avenue Alternative and Tunnel 15th Avenue Station Option) in the Interbay/Ballard segment, it would transition from elevated to at-grade along the Interbay Athletic Complex and continue under West Dravus Street.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
5th Avenue/Harrison Street Alternative (preferred alternative)
The 5th Avenue/Harrison Street Alternative would be in a tunnel generally from south heading north under 5th Avenue and Westlake Avenue and then heading west under Harrison Street and Republican Street. Stations would be located as follows:
- Midtown Station: The station would be beneath 5th Avenue between Columbia Street and Madison Street.
- Westlake Station: The station would be beneath 5th Avenue between Pike Street and Pine Street.
- Denny Station: The station would be beneath Westlake Avenue between Denny Way and Lenora Street.
- South Lake Union Station: The station would be beneath Harrison Street, between Dexter Avenue North and just west of Aurora Avenue North.
- Seattle Center Station: The station would be beneath Republican Street, east of 1st Avenue North.
6th Avenue/Mercer Street Alternative (other DEIS alternative)
The 6th Avenue/Mercer Street Alternative would be in a tunnel generally from south heading north under 6th Avenue and Terry Avenue, and then west under Mercer Street. Stations would be located as follows:
- Midtown Station: The station would be beneath 6th Avenue, between Madison Street and Seneca Street.
- Westlake Station: The station would be beneath 6th Avenue, between Pine Street and Olive Way.
- Denny Station: The station would be beneath Terry Avenue North, between Denny Way and John Street.
- South Lake Union Station: The station would be north of Mercer Street between Aurora Avenue North and Taylor Avenue North.
- Seattle Center Station: The station would be beneath Mercer Street, between Warren Avenue North and Queen Anne Avenue North.
4th Avenue Shallow Alternative
The 4th Avenue Shallow Alternative would begin at-grade in the vicinity of South Holgate Street, east of the existing Link light rail line, and extend north. The alternative would enter a tunnel between Edgar Martinez Drive South and South Royal Brougham Way. The tunnel would continue to the northwest under the existing Link light rail line at South Royal Brougham Way and then north under 4th Avenue South. A new station in the Chinatown-International District would be under 4th Avenue South, west of the existing Chinatown-International District Station. The 4th Avenue South Viaduct would be demolished and reconstructed to accommodate construction of this station.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
4th Avenue Deep Station Option
The 4th Avenue Deep Station Option would begin at-grade in the vicinity of South Holgate Street, east of the existing Link light rail line, and extend north. The tunnel portal would be in the vicinity of South Massachusetts Street and the tunnel alignment would begin transitioning to follow 4th Avenue South farther south than the 4th Avenue Shallow Alternative. From Seattle Boulevard South to James Street, the alignment and station location would be similar to the 4th Avenue Shallow Alternative but would be deeper.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
5th Avenue Shallow Alternative
The 5th Avenue Shallow Alternative would begin at-grade in the vicinity of South Holgate Street, east of the existing Link light rail line, and extend north. The alternative would enter a tunnel in the vicinity of South Massachusetts Street and would continue north beneath 6th Avenue South. The tunnel would transition to be under 5th Avenue South north of Seattle Boulevard South. The station in the Chinatown-International District would be under 5th Avenue South, east of the existing Chinatown-International District Station. A variation of the alternative would transition towards 5th Avenue further north of Seattle Boulevard South with a similar station entrance location.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
5th Avenue Deep Station Option
The 5th Avenue Deep Station Option would generally follow the same route as the 5th Avenue Shallow Alternative, except that the tunnel and the station would be deeper.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only.
At-Grade Alternative (preferred alternative)
The At-Grade Alternative would travel at-grade west of and parallel to the existing Link light rail line in the SODO Busway. It would travel under the new South Holgate Street overpass, resulting in grade separation of vehicular traffic. The SODO Station would be at-grade, immediately west of the existing SODO Station, north of South Lander Street. This alternative would continue south at-grade under South Lander Street, which would be reconstructed as an overpass of the light rail tracks, resulting in grade separation from vehicular traffic. The light rail would transition to an elevated guideway along the SODO Busway south of South Lander Street.
At-Grade South Station Option (other DEIS alternative)
The At-Grade South Station Option would generally be the same as the preferred alternative, except for the SODO Station location. A new at-grade station would be west of and approximately 200 feet south of the existing SODO Station, just north of South Lander Street. The existing SODO Station would also be relocated 200 feet south of its current location to be next to the new SODO Station.
Mixed-Profile Alternative (other DEIS alternative)
The Mixed-Profile Alternative would travel at-grade north of the existing SODO Station, west of and parallel to the existing Link light rail line in the SODO Busway. South Holgate Street would be constructed as a new roadway overcrossing, resulting in grade separation with vehicular traffic. At South Walker Street, the alignment would transition to an elevated guideway and would continue south over South Lander Street. A new SODO Station would be elevated north of South Lander Street. This alternative would be elevated over South Lander Street, with a gated at-grade crossing of the existing light rail line, similar to today’s condition. The existing SODO Station would be relocated as described for At-Grade South Station Option and would be at-grade adjacent to the new elevated station.
South Crossing (preferred alternative)
The South Crossing Alternative would continue south from South Forest Street along the west side of the existing light rail line on an elevated guideway, past the Operations and Maintenance Facility Central before heading southwest to cross over to the south side of the Spokane Street Bridge and the West Seattle Bridge.
The alternative would continue west and to the south of the West Seattle Bridge. The alternative would cross over the East Duwamish Waterway, Harbor Island and the West Duwamish Waterway on a fixed, light-rail-only bridge. West of the Duwamish Waterway crossing, the alternative would cross the northern edge of Pigeon Point in a combination of elevated guideway and retained-cut and fill before turning southwest on an elevated guideway that follows Delridge Way Southwest.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.
South Crossing South Edge Crossing Alignment Option (other DEIS alternative)
The South Crossing South Edge Crossing Alignment Option would be the same as the South Crossing Preferred Alternative, except it would cross the East and West Duwamish Waterways on the south edge of Harbor Island.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.
North Crossing Alternative (other DEIS alternative)
The North Crossing Alternative would continue south from South Forest Street along the west side of the existing light rail line on an elevated guideway, before heading west on a new fixed, light rail-only bridge north of the existing West Seattle Bridge. After crossing the West Duwamish Waterway, the alternative would cross over the West Seattle Bridge to run south on the west side of Delridge Way Southwest.

Diagrams are not to scale. All measurements are approximate and are for discussion purposes only. This height could be adjusted through coordination with the U.S. Coast Guard.
Dakota Street Station Alternative (preferred alternative)
The Dakota Street Station Alternative would follow Delridge Way Southwest south on an elevated guideway to an elevated station. The guideway would be on the west side of Delridge Way, except for in the vicinity of the Southwest Andover Street, where it would be in the roadway right of way. The station would be elevated between Delridge Way Southwest and 26th Avenue Southwest, south of Southwest Dakota Street, and oriented southwest-northeast. South of the station, the alternative would curve west and cross to the south side of the Southwest Genesee Street right of way, north of the West Seattle Golf Course. The guideway would continue west along the south edge of Southwest Genesee Street and connect to an elevated guideway in the West Seattle Junction segment.
Dakota Street Station Lower Height Alternative (preferred alternative with third-party funding)
The Dakota Street Station Lower Height Alternative would follow the same alignment as the Dakota Street Station Alternative to the station but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction segment. From the station, the alternative would continue south to cross Southwest Genesee Street and would run along the northern edge of the West Seattle Golf Course. A tunnel portal for connecting to tunnel alternatives in the West Seattle Junction segment would be in the northwest corner of the West Seattle Golf Course, south of Southwest Genesee Street and east of 31st Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016), and this alternative can only connect to a tunnel alternative in the West Seattle Junction segment. Therefore, third-party funding would be required for this alternative.
Dakota Street Station North Alignment Option (other DEIS alternative)
The Dakota Street Station North Alignment Option would be similar to the Dakota Street Station Alternative, except it would be within the Southwest Genesee Street right of way between the West Seattle Golf Course and the Longfellow Creek Natural Area, then shift to the north side of Southwest Genesee Street west of 28th Avenue Southwest.
Dakota Street Station Lower Height North Alignment Option (other DEIS alternative)
The Dakota Street Station Lower Height North Alignment Option would be similar to the Dakota Street Station Lower Height Alternative, except it would shift to the north side of Southwest Genesee Street west of 28th Avenue Southwest. The tunnel portal to enter a tunnel in the West Seattle Junction segment would be north of Southwest Genesee Street, between Southwest Avalon Way and 30th Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016), and this alternative can only connect to a tunnel alternative in the West Seattle Junction segment. Therefore, third-party funding would be required for this alternative.
Delridge Way Station Alternative (other DEIS alternative)
The Delridge Way Station Alternative would follow Delridge Way Southwest south on an elevated guideway to the Delridge Station. The station would be in the middle of Delridge Way Southwest, north of Southwest Dakota Street. South of the station, the alternative would curve west and cross to the south side of the Southwest Genesee Street right of way, north of the West Seattle Golf Course. The guideway would continue west along the south edge of Southwest Genesee Street and connect to an elevated guideway in the West Seattle Junction segment.
Delridge Way Station Lower Height Alternative (other DEIS alternative)
The Delridge Way Station Lower Height Alternative would follow the same alignment as the Delridge Way Station Alternative to the station but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction segment. From the station, the alternative would continue south on the west side of Delridge Way Southwest and then turn west at Southwest Genesee Street, crossing Southwest Genesee Street to run along the northern edge of the West Seattle Golf Course. A tunnel portal for connecting to tunnel alternatives in the West Seattle Junction segment would be in the northwest corner of the West Seattle Golf Course, south of Southwest Genesee Street and east of 31st Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016), and this alternative can only connect to a tunnel alternative in the West Seattle Junction segment. Therefore, third-party funding would be required for this alternative.
Andover Street Station Alternative (other DEIS alternative)
The Andover Street Station Alternative would be on an elevated guideway on the west side of Delridge Way Southwest, with a station north of Southwest Andover Street, in a northeast-southwest orientation. The alignment would travel west along Southwest Andover Street on an elevated guideway then south along Southwest Avalon Way in the vicinity of Southwest Yancy Street. The guideway would continue south along Southwest Avalon Way and turn west on the north side of Southwest Genesee Street.
Andover Street Station Lower Height Alternative (other DEIS alternative)
The Andover Street Station Lower Height Alternative would follow the same alignment as the Andover Street Station Alternative until Southwest Avalon Way, but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction segment. The elevated guideway would cross over Southwest Avalon Way and then turn south. The elevated guideway would cross over Southwest Avalon Way and then turn south in the vicinity of 32nd Avenue Southwest to travel south along the east side of the West Seattle Bridge connection to Fauntleroy Way Southwest, transitioning from elevated into a retained cut. The alignment would turn west in the vicinity of Southwest Genesee Street in a retained cut, passing below Southwest Genesee Street. This alternative can only connect with the medium tunnel 41st Avenue Station alternative in the West Seattle Junction segment. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016). Therefore, third-party funding would be required for this alternative.
Elevated 41st/42nd Avenue Alternative (preferred alternative)
The Elevated 41st/42nd Avenue Alternative would be elevated along the south side of Southwest Genesee Street between 31st Avenue Southwest and Fauntleroy Way Southwest. The alternative would turn southwest and continue along the north side of Fauntleroy Way Southwest before curving southwest between Southwest Oregon Street and Southwest Alaska Street. The guideway would turn south in the vicinity of 41st Avenue Southwest and Southwest Alaska Street and continue south to Southwest Hudson Street. The guideway would end on the west side of 42nd Avenue Southwest and would include a tail track south of the Alaska Junction Station. Stations would be located as follows:
- Avalon Station: The station would be elevated along the south side of Southwest Genesee Street, east of 35th Avenue Southwest.
- Alaska Junction Station: The station would be elevated between 41st Avenue Southwest and 42nd Avenue Southwest, south of Southwest Alaska Street.
Elevated Fauntleroy Way Station Alternative (preferred alternative)
The Elevated Fauntleroy Way Station Alternative would be elevated along the south side of Southwest Genesee Street between 31st Avenue Southwest and Fauntleroy Way Southwest. The alignment would head southwest on Fauntleroy Way Southwest and continue along the west side of Fauntleroy Way Southwest. The guideway would cross to the east side of Fauntleroy Way Southwest south of Southwest Oregon Street. Elevated tail tracks would begin south of the Alaska Junction Station and end within the Fauntleroy Way Southwest right of way just past Southwest Edmunds Street. Stations would be located as follows:
- Avalon Station: The station would be elevated along the south side of Southwest Genesee Street and east of 35th Avenue Southwest.
- Alaska Junction Station: The station would be elevated southeast of Fauntleroy Way Southwest, straddling Southwest Alaska Street.
Tunnel 41st Avenue Station Alternative (preferred alternative with third-party funding)
The Tunnel 41st Avenue Station Alternative would be in a tunnel under Southwest Genesee Street heading west from 31st Avenue Southwest then curve to the southwest between 37th Avenue Southwest and 41st Avenue Southwest. The tunnel would end in the vicinity of Southwest Hudson Street, with the tail track in a north-south orientation under 41st Avenue Southwest. The guideway would be entirely in a tunnel. Stations would be located as follows:
- Avalon Station: The station would be beneath Fauntleroy Way Southwest.
- Alaska Junction Station: The station would be beneath 41st Avenue Southwest and Southwest Alaska Street.
Tunnel 42nd Avenue Station Option (preferred alternative with third-party funding)
The Tunnel 42nd Avenue Station Option would be the same as the Tunnel 41st Avenue Station Alternative, except the tunnel would extend to 42nd Avenue Southwest instead of 41st Avenue Southwest. The tunnel would end in the vicinity of Southwest Hudson Street, with a tail track in a north-south orientation under 42nd Avenue Southwest. The guideway would be entirely in a tunnel. The Avalon Station would be the same as described for the Tunnel 41st Avenue Alternative. The Alaska Junction Station would be in a tunnel beneath 42nd Avenue Southwest and Southwest Alaska Street.
Short Tunnel 41st Avenue Station Alternative (other DEIS alternative)
The Short Tunnel 41st Avenue Station Alternative would be on an elevated guideway along the south side of Southwest Genesee Street from 31st Avenue Southwest to the west side of Fauntleroy Way Southwest. It would continue along the west side of Fauntleroy Way Southwest on an elevated guideway before transitioning to an at-grade alignment near 37th Avenue Southwest. The guideway would turn west near Southwest Oregon Street and transition into a tunnel with a portal in the vicinity of Southwest Oregon Street and 38th Avenue Southwest. The tunnel would turn south and end south of Southwest Hudson Street, with a tail track in a north-south orientation along and under 41st Avenue Southwest. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016). Therefore, third-party funding would be required for this alternative. Stations would be located as follows:
- Avalon Station: The station would be elevated along the south side of Southwest Genesee Street and east of 35th Avenue Southwest.
- Alaska Junction Station: The station would be in a tunnel beneath 41st Avenue Southwest and south of Southwest Alaska Street.
Medium Tunnel 41st Avenue Station Alternative (other DEIS alternative)
The Medium Tunnel 41st Avenue Station Alternative begins in a retained cut south of Southwest Yancy Street and follows the east side of the West Seattle Bridge connection to Southwest Genesee Street. This alignment enters a tunnel at Southwest Genesee Street and 37th Avenue Southwest. The alignment then curves southwest west of 37th Avenue Southwest to 41st Avenue Southwest. It terminates at Southwest Hudson Street, with the tail track in a north-south orientation under 41st Avenue Southwest. The guideway would be entirely in a tunnel. A tunnel in West Seattle was not included in the Sound Transit 3 Plan (2016). Therefore, third-party funding would be required for this alternative. Stations would be located as follows:
- Avalon Station: The station would be in a retained cut south of Southwest Genesee Street, beneath Fauntleroy Way Southwest.
- Alaska Junction Station: The station would be in a tunnel beneath 41st Avenue Southwest and Southwest Alaska Street.
Stations
We are studying multiple station alternatives in each neighborhood. Below is a snapshot of some initial concepts around neighborhood station access and connectivity, which is based on our community engagement and agency feedback from late 2019. We will share more information about the stations, including initial station planning concepts, when the Draft EIS is published. In the meantime, click on a station below to view maps showing potential station entrances and connections for people walking, rolling, biking and taking transit.
What we have heard from the community
Sound Transit held a series of neighborhood forums as well as an online open house in fall 2019 and asked for input on the following:
- What do you value about your community today?
- How could a light rail station best serve your community?
- What are key destinations in your community? Where do your daily activities take you?
- How do you move around the area to these destinations?
- In the future, when you get to the station, what is included at and near the station?
Check out the summary (24MB PDF) for more details on what we heard. After the Sound Transit Board provides feedback on the Draft EIS in 2021, we anticipate reaching out again to communities to share and engage around our initial station concepts.
Make it easy to transfer from a bus to light rail
- Locate bus stops as close as possible to station entrances.
- Minimize crossings of major streets or explore improvements to enhance crossing safety.
Make it easy to get to and move around the station while walking, rolling or biking
- Locate station entrances so they are easy to see and get to and from the neighborhood.
- Provide safe and separated biking and walking routes to connect the station to the neighborhood.
Support equitable transit-oriented development (TOD) around the station. Learn more about TOD.
- Explore opportunities to partner in potential development, with a priority on affordable housing and other uses that benefit communities.
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.
Stations
Choose a station to view maps, including potential station entrances and connections for people biking and taking transit.
Stay engaged
We want to provide you with useful and meaningful engagement materials to help prepare you to comment on the Draft EIS in mid-2021. While we have some opportunities to stay engaged, you may have ideas for us on how best to engage you now. Feel free to share your engagement ideas with the project team below.
Sign up for email updates
Help us share this information
- Share this site with your friends, neighbors and community.
Watch videos about the project
Have more questions? Want to engage further?
- Request a virtual briefing for your group.
- Email us wsblink@soundtransit.org
- Call the project line to speak with an Outreach Specialist (206) 903-7229.
Ideas for how we can best engage you now?
Ideas for how we can best engage you now?
Note: If you have a question about our project, please email us.