*Appendix I is reserved for the mitigation plan and will be included in the Final EIS.

In the Chinatown-International District (CID) segment of the Ballard Link Extension, the Sound Transit Board requested further study and engagement between community and agency partners focused on the shallow CID options to:

• Seek to address remaining questions, minimize potential impacts, and maximize community benefits
• Explore how to create an integrated, well-connected hub for all modes, opportunities to enhance ridership and access, activate or modify use of Union Station and plaza, as well as funding and cost savings opportunities
• Include study concepts requested by community and agency partners, including but not limited to work to define a 4th Avenue shallow tunnel option with the goal to maximize benefits while minimizing costs and impacts

We want to engage community early to shape our further study scope and to inform our process for iterative, inclusive, and meaningful engagement throughout the study period.

Given the complexity, the legacy of projects like these happening to community and not with community, and our interest in supporting meaningful community involvement around the CID Station area, Sound Transit and the City of Seattle are organizing a series of meetings to supplement many other engagement approaches that center reaching communities in the CID and Pioneer Square neighborhoods.

Learn more about our engagement process.  正體字/繁體字   简化字   TIẾNG VIỆT 

Over the course of five public meetings and two online surveys, community members shared ideas for station locations outside of the CID, refinements to the 4^th Avenue Shallow alternative and other urban design and place-keeping ideas. Participants asked questions and shared thoughts on opportunities and issues, who might benefit and who might be burdened, and how concepts might support neighborhood goals. Meeting materials and summaries of community feedback we’ve heard so far are available below the further studies section if you’d like to learn more.

1. Refinements to Draft EIS 4th Avenue Shallow (CID-a) Alternative
2. New Alignment and Station Locations
   1. Station North of CID
   2. Station South of CID
   3. Station North of CID and station South of CID
3. Union Station and plaza activation

Refinements to 4^th Avenue Shallow Alternative (CID-1a)

Refinements to Draft EIS 4^th Avenue Shallow (CID-1a) Alternative explored station and alignment options to maximize community benefits while minimizing costs and impacts.

• ICON apartment displacements can be reduced from 4 years to two, 2-month periods
• Reduction in noise and air quality construction effects through a range of strategies
• Reduction in potential impacts to BNSF, but lengthens construction duration by one year (to up to 12 years)
• Reduction in duration of partial closure on 4^th Avenue by 1 year (up to 5 years)
• Estimated cost $3.1 billion (between Pike and Holgate)
• Cost delta compared to realigned financial plan: +$700 million

Station North of CID

New alignment and station location North of the CID explored station and alignment options close to Pioneer Square Station, east of 4th Avenue based on ideas from community and agency partners.

Findings:

• Consolidates Midtown and CID Stations
• Could facilitate transit integration with Madison BRT
• Displaces King County Admin building and social services
• Equitable transit oriented development opportunity
• Avoids direct station construction disruption in CID
• Accommodates direct transfers at Pioneer Square Station
• Temporary closure of James St for 4 years and trolley wire relocation during construction
• Within 10-minute walk to CID, Pioneer Square, Colman Dock, and south end of Downtown/Midtown
• Estimated cost $2.05 billion (between Pike and Holgate)
• Cost delta compared to realigned financial plan: -$360 million

A station South of CID

New alignment and station location South of the CID explored station alignment options south of CID (under 6th Avenue S, south of Seattle Blvd S) based on other ideas from community and agency partners.

Findings:

• Avoids direct station construction disruption in CID
• Equitable transit oriented development opportunity
• Within 10-minute walk to CID and Stadiums
• Does not accommodate direct transfers
• Limited detours; closure of 6th Ave, south of Seattle Blvd
• Estimated cost $2.5 billion (between Pike and Holgate)
• Cost delta compared to realigned financial plan: +$80 million

Station North of CID and station South of CID

New alignment and station locations North and South of the CID explored station and alignment options north of CID (close to Pioneer Square, east of 4th Avenue) and south of CID (under 6th Avenue S, south of Seattle Blvd S) based on other ideas from community and agency partners.

Findings:

• Avoids direct station construction disruption in CID
• Equitable transit oriented development opportunity
• Within 10-minute walk to CID and Stadiums
• Does not accommodate direct transfers
• Limited detours; closure of 6th Ave, south of Seattle Blvd
• Estimated cost $2.55 billion (between Pike and Holgate)
• Cost delta compared to realigned financial plan: +$160 million

Union Station and plaza activation

Union Station and plaza activation concepts explored options to activate and/or modify uses of Union Station and the adjacent plaza. Concept shown is with a 4^th Avenue shallow station with an entrance in the concourse of Union Station. With other options, that area would be programmed with other community uses.

Findings:

• Public safety key value for design and management
• Community support for investment in the historic station and surrounding plaza
• Uses and activities include mobility, commerce and community

Overview of recent public engagement and resources in the CID:

At the Midtown station in the Downtown segment, the Board directed staff to explore opportunities to reduce station depths, improve passenger access, and refine the station entrance. As a potential cost savings measure, staff will also be looking at potential station entrance refinements at Midtown and Denny stations (shifting entrances into public right of way) and Westlake (consolidating station entrances).

The Board also directed staff to explore connecting Westlake/5th Avenue station to Denny/Terry station to South Lake Union/Harrison station and explore opportunities to provide station access from both sides of Denny Street to the Denny/Terry station.

Near Seattle Center, staff will explore connecting South Lake Union/Harrison station to Seattle Center/Mercer station to either north tunnel portal locations. Staff will also explore shifting the Seattle Center Republican station west.

•  South Lake Union: Mix and Match
•  Seattle Center: Mix and Match
•  Seattle Center: Republican West 
  
  

We have also studied additional refinements to station entrances in the Downtown segment. This work will continue in future phases. More information is available below. Please stay tuned for future opportunities to engage.

1.  Denny Station: Entrance on both sides of Denny
2.  Station Entrance Refinements
   1.  Midtown Station (DT-1): Columbia Street right-of-way
   2.  Midtown Station (DT-1): 4th Avenue right-of-way
   3.  Denny Station (DT-1): Lenora Street right-of-way
   4.  Denny Station (DT-1): 8th Avenue right-of-way
   5.  Westlake Station (DT-1): Entrance Consolidation

South Lake Union Mix-and-Match

Compared to 5^th Avenue / Harrison Alternative (DT-1)

The South Lake Union: Mix-and-Match connects Westlake/5th Avenue Station (DT-1) to Denny/Terry Station (DT-2) to South Lake Union/Harrison Station (DT-1). This concept explores alignment variation to address agency concerns with streetcar service disruption during construction.

Findings: 

• Avoids temporary shutdown of streetcar
• High-risk long-haul fiber relocation with minimum 1-year overall project delay
• Cost delta compared to realigned financial plan: + $200 million

Seattle Center: Mix-and-Match 

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)

The Seattle Center: Mix-and-Match connects South Lake Union/Harrison Station (DT-1) to Seattle Center/Mercer Station (DT-2) to either north tunnel portal location. This concept explores options to avoid construction effects near Seattle Center.

Findings: 

• Connection to Republican Portal not practical due to operational issues
• Avoids construction effects near NW Rooms
• Noise and vibration effects to Seattle Opera, KING FM, McCaw Hall can be mitigated
• Partial closure of Mercer Street with traffic effects
• 15 additional residential and 24 additional business displacements
• Cost delta compared to realigned financial plan: + $210 million

Seattle Center: Republican West 

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)      

Seattle Center: Republican West shifts the Seattle Center Republican Station west. The concept explores options to avoid construction near Seattle Center.

Findings: 

• Temporary closure of Republican Street with minimal traffic effects
• Extended cut-and-cover construction on Republican Street
• Avoids construction effects near NW Rooms
• Noise and vibration effects to Uptown Cinema can be mitigated
• 8 additional business displacements
• Cost delta compared to realigned financial plan: + $60 million

Denny Station: Entrance on both sides of Denny

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)

The entrance on both sides of Denny explores opportunities to provide station access from both sides of Denny Street and improve passenger access.

Findings:

• Avoid temporary shutdown of streetcar
• Shortens walk to streetcar and bus on Westlake Ave
• Permanently narrows Terry Ave, with minimal traffic effects
• Reduces property acquisition and relocation
• Cost delta compared to realigned financial plan: +190 million (with SLU Mix and Match)

Midtown Station (DT-1): Columbia St right-of-way

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)

Midtown Station: Columbia Street right-of-way explores shifting station entrance into public right-of-way to reduce costs and schedule risk and improve passenger experience.

Findings:

• Reduces risk of modifying existing building
• Permanently narrows Columbia St with minimal traffic effects
• Adds escalator access, improves passenger experience (when connected to shallower CID station)
• Cost delta compared to realigned financial plan: + $30 million

Midtown Station (DT-1): 4th Avenue right-of-way

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)

Midtown Station: 4th Avenue right-of-way explores shifting station entrance into public right-of-way to reduce costs and schedule risk.

Findings

• Temporarily narrows 4^th Ave to one lane during construction with substantial traffic and transit effects
• Permanently narrows 4^th Ave to two lanes with minor traffic effects
• Cost delta compared to realigned financial plan: - $20 million

Denny Station (DT-1): Lenora Street right-of-way

Compared to Preferred 5th Avenue / Harrison Alternative (DT-1)

Denny Station: Lenora Street right-of-way explores shifting station entrance into public right-of-way to reduce costs.

Findings

• Reduces development risk
• Permanently closes Lenora St with minimal traffic effects
• Cost delta compared to realigned financial plan: - $20 million

Denny Station (DT-1): 8th Avenue right-of-way

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)

Denny Station: 8th Avenue right-of-way explores shifting station entrance into public right-of-way to reduce costs.

Findings

• Reduces development risk
• Permanently narrows 8^th Ave with minimal traffic effects
• Cost delta compared to realigned financial plan: - $60 million

Westlake Station (DT-1): Entrance Consolidation

Compared to Preferred 5^th Avenue / Harrison Alternative (DT-1)

Westlake Station: Entrance consolidation explores shifting station entrance into public right of way to reduce costs and improve passenger experience.  

Findings

• Eliminates 4^th Avenue roadway closure
• 4 fewer business displacements
• Adds redundancy with vertical circulation
• Provides opportunity for integrated joint development
• Cost delta compared to realigned financial plan: - $50 million

PreviousNext

South Interbay:

1. South Interbay segment station and alignment
   1. Modified SIB-1 Alignment
   2. Modified SIB-3 Alignment
   3. Consolidated Alignment

Ballard:

1. Tunnel 15th Avenue Cost Savings: Draft EIS Station Location
2. Tunnel 15th Avenue Cost Savings: Station in Right-of-Way
3. Tunnel 15th Avenue Entrance North of Market
4. Tunnel 14th Avenue Station Access
5. Shifted Tunnel 14th Avenue Station

 More information available in Interbay / Smith Cove report and Ballard report. Meeting materials and summaries of feedback we’ve heard so far are available below the further studies section if you’d like to learn more about recent engagement.

South Interbay Modified SIB-1 alignment

Compared to Preferred Galer Street Station/Central Interbay Alternative (SIB-1) to Preferred Tunnel 14^th/15^th Avenue (IBB-2a/b)

The South Interbay Modified SIB-1 alignment shifts Interbay Station south to straddle Dravus St to avoid Seattle City Light and Seattle Storm properties.

Findings:

• Adds station entrance on both sides of Dravus Street
• 20 fewer business displacements
• Temporary lane closures of Dravus for 1.5 years
• Cost delta compared to realigned financial plan: - $30 million

The South Interbay Modified SIB-3 Alignment

Compared to Prospect Street Station/Central Interbay Alternative (SIB-3) to Preferred Tunnel 14^th/15^th Avenue (IBB-2a/b)

The South Interbay Modified SIB-3 alignment shifts north portal location south and shift Smith Cove Station north of Magnolia Bridge to avoid unstable slope risk on Queen Anne hillside and avoid Seattle City Light and Seattle Storm properties.

Findings:

• Public partnership opportunity for equitable transit oriented development
• Adds station entrance on both sides of Dravus Street
• Temporary lane closures of Dravus for 1.5 years
• Shifted portal location not practical
• Cost N/A

Consolidated Alignment

Compared to Preferred Galer Street Station/Central Interbay Alternative (SIB-1) to Preferred Elevated 14^th Avenue Alternative (IBB-1a)

The consolidated alignment consolidates Smith Cove and Interbay Stations with below grade alignment to avoid concerns about guideway on Elliott Avenue, avoid unstable slope risk on Queen Anne hillside and avoid Seattle City Light and Seattle Storm properties.

Findings:

• Temporary lane closures of 15th Ave for 1.5 years
• Consolidation to one station reduces access with minor ridership loss
• Ongoing analysis of unstable slope risk on Queen Anne hillside
• Extended tunnel alignment
• Cost delta compared to realigned financial plan: +$210 million

Tunnel 15th Avenue Cost Savings: Draft EIS Station Location

Compared to Preferred Tunnel 15^th Avenue Station Option (IBB-2b)

Tunnel 15th Avenue Cost Savings: Draft EIS Station Location reduces size of east station entrance and eliminates south entrance to reduce costs.

Findings:

• Reduces access from the South
• Potential to also reduce size of west entrance
• Avoids displacement of Safeway store but reduces opportunities for equitable transit oriented development
• Reduces construction staging area
• Cost delta compared to realigned financial plan: +$70 million (or +$30 million with optional smaller west entrance)
  
  

Tunnel 15th Avenue Cost Savings: Station in Right-of-Way

Compared to Preferred Tunnel 15^th Avenue Station Option (IBB-2b)

Tunnel 15th Avenue Cost Savings: Station in Right-of-Way shifts station construction into 15th Ave NW and eliminates south entrance to reduce costs. 

Findings:

• Reduces access from the South
• Potential to also reduce size of west entrance
• Temporary closure of intersection during construction
• Avoids displacement of Safeway store but reduces opportunities for equitable transit oriented development
• Cost delta compared to realigned financial plan: +$70 million (or +$30 million with optional smaller west entrance)

Tunnel 15th Avenue Entrance North of Market

Compared to Preferred Tunnel 15^th Avenue Station Option (IBB-2b)

Tunnel 15th Avenue Entrance North of Market adds station entrance to NE corner in public right-of-way to improve passenger access to the north. 

Findings:

• Reduces 15th Ave from 7 to 5 lanes
• Temporary partial closure of 15th Ave for up to 2 years
• Cost delta compared to realigned financial plan: + $200 million

Tunnel 14th Avenue Station Access

Compared to Preferred Tunnel 15^th Avenue Station Option (IBB-2b)

Tunnel 14th Avenue Station Access includes pedestrian access improvements across 15th Ave with Tunnel 14th Station to improve passenger access to the west. 

Findings:

• At-grade improvements may reduce pedestrian travel time, but have minor effects on traffic and transit operations
• Grade-separated improvements may add travel time, but reduce passenger-vehicle interactions
• Cost delta compared to realigned financial plan:
  • +$0.5-1 million for at-grade improvements
  • +$20-100 million for grade-separated improvements (+ O&M costs)

Shifted Tunnel 14th Avenue Station

Compared to Preferred Tunnel 14^th Avenue Station Option (IBB-2b)

Shifted Tunnel 14th Avenue Station shifts tunnel alignment to the east and eliminates western station entrance to reduce costs.

Findings:

• Avoids displacement of Safeway and reduces equitable transit oriented development opportunity
• Requires additional street crossing if accessing from the west
• Cost delta compared to realigned financial plan: - $140 million 

Recent public engagement in Interbay/Ballard:

Potentially affected property owners are notified prior to the release of a 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 a Final EIS and the Sound Transit Board selects the projects 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 projects to be built and the Federal Transit Administration has issued a Record of Decision, the Board will authorize property purchases along the final project corridors. 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:

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

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.