The Sound Transit Board identified the preferred alternative for the West Seattle Link Extension and requested further study for the Ballard Link Extension. For details, please view our press release and the Board Motion. Information on this website is based on the Draft EIS analysis of project routes and stations and will be updated as more information is available.

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.

Two people looking at a project handout together. — The West Seattle and Ballard Link Extensions will provide fast, reliable light rail connections to dense residential and job centers throughout the region.

About the project

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

New to the project and looking for more background? Visit the project overview to get up to speed.

Overview

About the project

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.

Project timeline

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.

An image of the West Seattle and Ballard Link Extensions project map that displays the preferred alternatives and other alternatives we are currently evaluating. The map also includes station locations, and describes if an alternative is elevated, in a tunnel or at-grade. — Preferred and other alternatives we are currently evaluating.

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.

Interbay/Ballard
South Interbay
Downtown
Chinatown-International District
SODO
Duwamish
Delridge/West Seattle Junction

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

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

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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.

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Compare Interbay/Ballard Alternatives

This slide is a comparison table with a summary of project considerations for alternatives in Interbay/Ballard. It focuses on the performance level of each alternative for each of the project considerations and comprises a 5-column, 6-row table. The column headers read: Elevated 14th Avenue, Tunnel 14th Avenue, Tunnel 15th Avenue Option, Elevated 15th Avenue, Elevated 14th Avenue Option (from Prospect/15th). The row headers read: Project cost (2019 in billions), residential displacements, historic property effects, employee displacements, in-water effects, and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the Elevated 15th Avenue, Tunnel 14th Avenue, and Elevated 15th Avenue alternatives perform highest by being the lowest in cost. For residential displacement, The Tunnel 14th Avenue and Elevated 15th Avenue best mitigate residential displacement, performing the highest. The Tunnel 14th Avenue and Tunnel 15th Avenue Option affect the least number of historic properties, performing highest. The Tunnel 14th Avenue, Tunnel 15th Avenue Option, and Elevated 14th Avenue Option (from Prospect /15th) perform highest at the amount of employees displaced. The Tunnel 14th Avenue and Tunnel 15th Avenue alternatives produce no in-water effects. The Tunnel 14th Avenue alternative performed highest overall. The information provided within each cell reflect the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — Click to enlarge

The slide is labeled Elevated 14th Avenue and includes a single column table with six rows on the left and the Elevated 14th Avenue route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 104 residential unit displacements. Row 3: 5 historic properties affected. Row 4: 600 employee displacements. Row 5: In-water effects (permanent) – 0.7 acres. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing to an area in Interbay near the proposed route along 11th Avenue, the text reads “multi-family buildings.” There are three callout boxes pointing to the river, with a water drop icon, which indicates in-water effects. The texts read: “Habitat”. “Navigation”. “Tribal Fishing Treaty Rights”. There are two callout boxes with magnifying glass icons, which indicates other considerations. One is pointing to Ballard waterline adjacent to the river. The text reads: ”boat ramp and stormwater outfall relocation.” The other callout box is pointing to both sides of the river. The text reads: “Maritime business displacements.” — Click to enlarge

The slide is labeled Tunnel 14th Avenue and includes a single column table with six rows on the left and the Tunnel 14th Avenue route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 14 residential unit displacements. Row 3: 2 Historic property effects – 2 properties. Row 4: 380 Employee displacements. Row 5: No permanent in-water effects. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. — Click to enlarge

The slide is labeled Tunnel 15th Avenue Station Option and includes a single column table with six rows on the left and the Elevated 14th Avenue route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.7 billion. Row 2: Twenty-one residential unit displacements. Row 3: One historic property is affected. Row 4: 370 employee displacements. Row 5: No permanent in-water effects. Construction Effects See Map. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with one callout box. The callout box has a magnifying glass icon, which indicates other project considerations. It is pointing to the proposed station in Ballard and the text reads: “Construction closures on 15th.” — Click to enlarge

The slide is labeled Elevated 14th Avenue Option (from Prospect/15th) and includes a single column table with six rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.6 billion. Row 2: 136 residential unit displacements. Row 3: Six historic properties effected. Row 4: 390 employee displacements. Row 5: In-water effects (permanent) – 0.7 acres. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing to an area in Interbay near the proposed route along 11th Avenue, the text reads “multi-family buildings.” There are three callout boxes pointing to the river, with a water drop icon, which indicates in-water effects. The texts read: “Habitat”. “Navigation”. “Tribal Fishing Treaty Rights”. There are two callout boxes with magnifying glass icons, which indicates other considerations. One is pointing to Ballard waterline adjacent to the river. The text reads: ”boat ramp and stormwater outfall relocation.” The other callout box is pointing to both sides of the river. The text reads: “Maritime business displacements.” — Click to enlarge

The slide is labeled Elevated 15th Avenue and includes a single column table with six rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 11 residential unit displacements. Row 3: Seven historic properties effected. Row 4: 600 employee displacements. Row 5: In-water effects (permanent) – 0.8 acres. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with seven callout boxes. One callout box has a historic building icon, which indicates historic property effects. It is pointing to the Fisherman’s Terminal and the text reads “Historic District.” Another callout box has a people icon, indicating employee displacement. It is pointing to an area just east of the proposed station in Ballard and the text reads ”Commercial Complex 410”. There are three callout boxes pointing to the river, with a water drop icon, which indicates in-water effects. The texts read: “Habitat”. “Navigation”. “Tribal Fishing Treaty Rights”. There are two callout boxes with magnifying glass icons, which indicates other project considerations. One is pointing to the Ballard waterline just north of West Seattle Bridge. The text reads: ”Delays to bridge openings”. The other callout box is pointing to both sides of the river. The text reads: “Maritime business displacements.” — Click to enlarge

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South Interbay Alternatives

Map of Smith Cove station in northwest Seattle showing a pink line for preferred alternatives and blue lines for other Draft EIS alternatives. Lines indicate elevated, at-grade and tunnel alternatives. See text description below for additional details. — Click to enlarge

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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.

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Compare South Interbay Alternatives

This slide is a comparison table with a summary of project considerations for alternatives in South Interbay. It focuses on the performance level of each alternative for each of the project considerations and comprises a 3-column, 7-row table. The column headers read: Galer Street Station/Central Interbay, Prospect Street Station/15th Avenue, and Prospect Street Station/Central Interbay. The row headers read: Project cost (2019 in billions), residential displacements, historic property effects, park effects (permanent), biodiversity effects (permanent), roadway effects (permanent), and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the Galer Street Station/Central Interbay alternative performs highest by being the lowest in cost. For residential displacement, the Prospect Street Station/Central Interbay would displace the fewest residential units, performing the highest. It also performs highest in the number of historic properties it would affect. Prospect Street Station/15th Avenue performs highest in permanent park effects, by having the least amount of parkland affected among the alternatives. Galer Street Station/Central Interbay impacts the least amount of biodiversity, performing highest. Prospect Street Station/Central Interbay would have the least effect on the roadway of all alternatives, performing highest. The information provided within each cell reflect the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — Click to enlarge

The slide is labeled Galer Street Station/Central Interbay and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.3 billion. Row 2: 140 residential unit displacements. Row 3: Seven historic properties affected. Row 4: 3.1 acres of parkland permanently affected. Row 5: Less than 0.1 acre of biodiversity permanently affected. Row 6: 0.4 Miles of Roadway (Guideway) affected. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with five callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing at an area along 4th Avenue near the proposed route and the text reads “Multi-family buildings.” One callout box has a tree icon, which indicates permanent park effects. It is pointing at the Interbay Golf Center and the text reads “Interbay recreation facilities.” Three callout boxes have a car icon, which indicates roadway effects. Each of the callout boxes point to the proposed route with text that reads: “construction closures on Eliot,” “Complex utility relocations,” and “Left turn restrictions.” — Click to enlarge

The slide is labeled Prospect Street Station/15th Ave and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.4 to 1.5 billion. Row 2: 123 residential unit displacements. Row 3: Eight historic properties affected. Row 4: 1.3 acres of parkland permanently affected. Row 5: 4.6 acres of biodiversity permanently affected. Row 6: 1.0 Miles of Roadway (Guideway) affected. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with seven callout boxes. One callout box has a bird icon, which indicates permanent biodiversity effects. It is pointing at an area along the proposed route and the text reads “SW Queen Anne Greenbelt.” One callout box has a tree icon, which indicates permanent park effects. It is pointing at Kinnear Park and the text reads “Kinnear Park.” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the proposed station location and the text reads “Steep slopes.” Three callout boxes have a car icon, which indicates roadway effects. Each of the callout boxes point to the proposed route with text that reads: “construction closures on Eliot,” “Complex utility relocations,” and “Left turn restrictions.” — Click to enlarge

The slide is labeled Prospect Street Station/Central Interbay and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 to 1.6 billion. Row 2: 5 residential unit displacements. Row 3: Two historic properties affected. Row 4: 4.5 acres of parkland permanently affected. Row 5: 5.7 acres of biodiversity permanently affected. Row 6: 0.1 Miles of Roadway (Guideway) affected. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a bird icon, which indicates permanent biodiversity effects. It is pointing at an area along the proposed route and the text reads “SW Queen Anne Greenbelt.” Two callout boxes have a tree icon, which indicates permanent park effects. The first callout box is pointing at Kinnear Park and the text reads “Kinnear Park.” The second box is pointing at the Interbay Golf Center and the text reads “Interbay recreation facilities.” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the proposed station location and the text reads “Steep slopes.” — Click to enlarge

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Downtown Alternatives

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

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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.

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Compare Downtown Alternatives

This slide is a comparison table with a summary of project considerations for alternatives in Downtown. It focuses on the performance level of each alternative for each of the project considerations and comprises a 2-column, 7-row table. The column headers read: 5th/Harrison and 6th/Mercer. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, historic property effects, park effects (permanent), and traffic effects (full closures). Text to the right of the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For lowest project cost, lowest residential displacement, fewest historic properties effected, and fewest park effects considerations, the 5th/Harrison alternative performed highest. The 6th/Mercer alternative affected the fewest number of roadway closures, performing highest. The information provided within each cell largely reflect the information provided in each alternative’s individual table and callout box slide except for some additional connection considerations. The 5th/Harrison alternative connects to all CID alternatives and connects to both Galer Street Stations in South Interbay. The 6th/Mercer alternative connects only to CID shallow alternatives and only to the Prospect Street Station in South Interbay. Please refer to the individual alternatives slides or to the DEIS for further detail. — Click to enlarge

The slide is labeled 5th/Harrison and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $4.7 to 4.9 billion. Row 2: Twenty-six residential unit displacements. Row 3: 44 to 46 business displacements. Row 4. Three historic properties affected. Row 5: 0.4 acres of parkland permanently affected. Row 6: Traffic effects (full closures) 5 to 8 roadways would be fully closed. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a tree icon, which indicates permanent parkland effects. It is pointing at the proposed Seattle Center station and the text reads “Seattle Center.” Three callout boxes have a magnifying glass icon, which indicates other project considerations. One box is pointing at the Denny neighborhood and the text reads “Disruption to streetcar operation.” Another box is pointing to an area between the proposed Denny and South Lake Union station and the text reads “Groundborne noise/vibration effects – 2 uses.” The final box is pointing just south of the proposed Seattle Center and the text reads “Groundborne noise/vibration effects – 5 uses.” — Click to enlarge

The slide is labeled 6th/Mercer and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $4.9 to 5.0 billion. Row 2: 167 residential unit displacements. Row 3: 47 business displacements Row 4: Nine historic properties affected. Row 5: 0.6 acres of parkland permanently affected. Row 6: Traffic effects (full closures) 4 roadways would be fully closed. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing at the proposed Midtown station and the text reads “126 Temporary residential displacements.” One callout box has a tree icon, which indicates permanent park effects. It is pointing at the proposed Midtown station and the text reads “Naramore Fountain Park, Freeway Park.” Three callout boxes have a magnifying glass icon, which indicates other project considerations. One box is pointing at the Denny neighborhood and the text reads “Disruption to streetcar operation.” Another box is pointing to an area between the proposed Denny and South Lake Union station and the text reads “Groundborne noise/vibration effects – 2 uses.” The final box is pointing just south of the proposed Seattle Center and the text reads “Groundborne noise/vibration effects – 5 uses.” — Click to enlarge

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Chinatown-International District Alternatives

Map of Chinatown-International District station in Seattle with blue lines for other Draft EIS alternatives. Lines indicate tunnel alternatives. See text description below for additional details. Click to enlarge — Click to enlarge

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

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

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

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The 5th Avenue Shallow Diagonal Station Configuration would be the same as the 5th Avenue Shallow Alternative except that it would transition towards 5th Avenue South further north of Seattle Boulevard South with a similar station entrance location.

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

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Compare Chinatown-International District Alternatives

This slide is a comparison table with a summary of project considerations for alternatives in the Chinatown-International District. It focuses on the performance level of each alternative for each of the project considerations and comprises a 6-column, 6-row table. The column headers read: 4th Shallow, 4th Deep, 5th Shallow, 5th Shallow Diagonal Station Configuration, and 5th Deep. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, platform access, construction effects, and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the 5th Shallow and 5th Shallow Diagonal Station Configuration alternative perform highest by being the lowest in cost. For residential displacement, all but the 4th Shallow alternative would cause no residential displacement, performing the highest. The 4th Shallow and 4th Deep alternatives performed highest in mitigating business displacement. The 4th Shallow, 5th Shallow, and 5th Shallow Diagonal Station Configuration alternatives all performed highly in platform access. The 5th Shallow Diagonal Station Configuration and 5th Deep alternatives performed highest in construction effects. The information provided within each cell largely reflect the information provided in each alternative’s individual table and callout box slide except for some additional connection considerations for each alternative. The additional considerations for the 4th Shallow alternative include: connects to all downtown alternatives, connects all SODO alternatives, affects Ryerson bus base. The additional considerations for the 4th Deep alternative include: Connects only to downtown 5th Avenue/Harrison Street, connects only to the SODO At-Grade South Station option, displaces Ryerson bus base. The additional considerations for the 5th Shallow alternative include: connects to all downtown alternatives and connects to all SODO alternatives. The additional considerations for the 5th Shallow Diagonal Station Configuration include: Connects to all DT alternatives and connects to all SODO alternatives. The additional considerations four the 5th Deep alternative include: Connects only to Downtown 5th Ave/Harrison St. Connects to SODO At-Grade, SODO At-Grade Staggered Station Configuration and SODO At-Grade South Station Option. Please refer to the individual alternatives slides or to the DEIS for further detail. — Click to enlarge

The slide is labeled 4th Shallow and includes a single column table with five rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.8 billion (plus 100 million in additional cost for the preferred alternative in the Downtown Segment as compared to the 5th Shallow connection). Row 2: 120 residential unit displacements. Row 3: 5 to 8 business displacements. Row 4: Construction effects. See map. Row 5: Other considerations. Text below the cross-section cutaway reads: The 4th Avenue Shallow alternative would necessitate reconstruction of the existing Stadium Station. Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with eight callout boxes. Six callout boxes have a traffic cone icon, which indicates traffic effects. The first box is pointing to the existing light rail line south of Stadium Station and the text reads “Link light rail closure ** 6 to 7 weeks.” The second callout box is pointing to the existing Stadium station and the text reads “Closes Stadium Station (up to 2 years). Two boxes are pointing at the proposed Chinatown Station and the texts read: “Detours 15,000 vehicles per day (6 years)” and “Station construction duration (9-11 years).” The next box is just south of the proposed Chinatown Station Seattle Center station and the text reads “Relocates major utilities.” The final construction effects callout box is pointing at the proposed route just north of the proposed Chinatown Station and the textbox reads “Disrupts streetcar operations (2 years).” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the existing Stadium Station and the text reads “Affects Ryerson Bus Base.” — Click to enlarge

The slide is labeled 4th Deep Station Option and includes a single column table with six rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.7 billion plus 200 million to account for additional cost for the preferred alternative in the Downtown segment as compared to the 5th Avenue Shallow connection. Row 2: No residential unit displacements. Row 3: Five business displacements. Row 4: Elevator Only Platform Access. Row 5: Construction Effects See Map. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with six callout boxes. One callout box has a magnifying glass icon, which indicates that it is an additional project consideration. The callout box states “Displaces Ryerson Bus Base” and is pointing to the King County Metro Ryerson Base. The next four callout boxes have traffic cone icons, which indicate that they are construction effects. Two callout boxes point at the proposed light rail station along 4th Avenue and the texts read: “Station construction (duration 8 to 10 years)” and “Detours 30,000 vehicles per day (6.5 years).” The next callout box is pointing to a section of the proposed light rail route just north of the of the proposed Chinatown station and the text reads “Disrupts streetcar operations (2 years). The last construction effects callout box is pointing to a section of the proposed route just south of the proposed station location and the text reads “Relocates Major Utilities”. There is a final callout box that points to the cross-section cutaway of the station with a streetcar icon, which indicates platform access. The text reads “Elevator Only” and is pointing to the proposed Chinatown/International District Station platform. — Click to enlarge

The slide is labeled 5th Shallow and includes a single column table with five rows on the left and the 5th Shallow Alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.2 to 1.3 billion. Row 2: No residential units displacements. Row 3: 19 business displacements. Row 4: Construction Effects See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with five callout boxes with traffic cone icons, which indicate that they are construction effects. Three of the callout boxes point to the proposed Chinatown/International District Station along 5th Avenue and the texts read: “Construction duration (8 to 9 years)”; “Detours 5,000 vehicles per day (9 months)”; and “Relocates major utilities and utility corridor”. Another callout box is pointing to a section of the proposed light rail route north of the proposed section and the text reads “Disrupts streetcar operations (6 months)” The final callout box is pointing to an area east of the proposed route and north of I-90 and states “Re-routes trolley bus (to 7th or 8th Ave S).” — Click to enlarge

The slide is labeled 5th Shallow Diagonal Station Configuration and includes a single column table with five rows on the left and the 5th Shallow Diagonal Station Configuration route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.2 to 1.3 billion. Row 2: No residential unit displacements. Row 3: 19 business displacements. Row 4: Construction Effects See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail.
The map to the right is overlayed with three callout boxes with traffic cone icons, which indicate that they are construction effects. Two of the callout boxes point to the proposed Chinatown/International District Station along 5th Avenue. The text of the callout boxes read: “Station construction duration (5 to 6 years)” and “Temporary closure 8 businesses (<1 year).” The third callout box points to an area west of the proposed light rail station and the text reads: “Avoids major utility relocations.” — Click to enlarge

The slide is labeled 5th Deep Station Option and includes a single column table with six rows on the left
and the 5th Deep Station Option route map to the right, with a cross-section cutaway below. The table has
the following information. Row 1: Project cost (2019 in billions) is $1.3 billion plus 200 million to account
for additional cost for the preferred alternative in the Downtown segment as compared to the
5th Avenue Shallow connection. Row 2: No residential unit displacements. Row
3: Eighteen business displacements. Row 4: Elevator Only Platform Access. Row 5: Construction Effects See
Map. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not
to scale and all measurements are appropriate. The above information is for illustration only. Please
refer to DEIS for further detail.
The map to the right is overlayed with two callout boxes with orange traffic cone
icons, which indicate that they are construction effects. They both point to
the proposed Chinatown/International District Station along 5th Avenue. The text on the callout boxes
read: “Station construction (duration 6.5 to 7.5 years)” and “Avoids
major utility relocations.”
There is a third callout box that points to the cross-section cutaway of the station with a streetcar icon,
which indicates platform access. The text reads “Elevator Only” and is pointing to
the Chinatown/International District Station platform. — Click to enlarge

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SODO Alternatives

Maps of SODO Seattle showing pink lines for preferred alternatives and blue lines for other Draft EIS alternatives. Lines indicate elevated, and at-grade alternatives. The existing Link station is indicated on the preferred alternatives maps in grey. See text description below for additional details. Click to enlarge. — Click to enlarge

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

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The At-Grade Staggered Station Configuration would be the same as the At-Grade Alternative (preferred alternative) except that the west platform would be shifted slightly to the north. It would have the same station entrance locations.

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

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

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Compare SODO Alternatives

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The slide is labeled At-Grade and includes a single column table with five rows on the left and an At-Grade SODO station location map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $0.6 to 0.7 billion. Row 2: 20 to 32 business displacements. Row 3: Transportation effects. See map. Row 4: Construction Effects. See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a traffic cone icon, which indicates it is a construction effect. It is pointing to a new South Lander Street overpass and the text reads: “South Lander Street closure (2 years)”. One callout box has a magnifying glass icon, which indicates other project considerations.” It is pointing at the New South Lander Street overpass as well as the new South Holgate Street overpass and the text reads: “Two new grade separated crossings.” The final callout box has a bus icon, which indicates transportation effects. It is pointing to the SODO Busway and the text reads: “SODO Busway (permanent closure).” — Click to enlarge

The slide is labeled At-Grade Staggered Station Configuration and includes a single column table with five rows on the left and an At-Grade SODO station location map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $0.5-0.6 billion. Row 2: 19 to 31 business displacements. Row 3: Transportation effects. See map. Row 4: Construction Effects. See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a traffic cone icon, which indicates it is a construction effect. It is pointing to the new South Lander Street overpass and the text reads: “S. Lander Street closure (2 years).” Two callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to the new South Lander Street overpass and the text reads: “Avoids USPS acquisition.” The second callout box pointing at the new South Lander Street overpass as well as the new South Holgate Street overpass and the text reads: “Two new grade separated crossings.” The final callout box has a bus icon, which indicates transportation effects. It is pointing to the SODO Busway and the text reads: “SODO Busway (permanent closure).” — Click to enlarge

The slide is labeled At-Grade South Station Option and includes a single column table with five rows on the left and an At-Grade SODO South Station location map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $0.6 to 0.7 billion. Row 2: 17 to 29 business displacements. Row 3: Transportation effects. See map. Row 4: Construction effects. See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a traffic cone icon, which indicates it is a construction effect. It is pointing to a new South Lander Street overpass and the text reads: “S. Lander Street closure (3 years).” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the New South Lander Street overpass as well as the new South Holgate Street overpass and the text reads: “Two new grade separated crossings.” The final callout box has a bus icon, which indicates transportation effects. It is pointing to the SODO Busway and the text reads: “SODO Busway (permanent closure).” — Click to enlarge

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Duwamish Alternatives

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

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The South Crossing Alternative would continue south from South Forest Street along the west side of the existing light rail line on an elevated guideway, past the Operations and Maintenance Facility Central before heading southwest to cross over to the south side of the Spokane Street Bridge and the West Seattle Bridge. The alternative would continue west and to the south of the West Seattle Bridge. The alternative would cross over the East Duwamish Waterway, Harbor Island and the West Duwamish Waterway on a fixed, light-rail-only bridge. West of the Duwamish Waterway crossing, the alternative would cross the northern edge of Pigeon Point in a combination of elevated guideway and retained-cut and fill before turning southwest on an elevated guideway that follows Delridge Way Southwest.

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

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

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Compare Duwamish Alternatives

This slide is a comparison table with a summary of project considerations for alternatives in Duwamish. It focuses on the performance level of each alternative for each of the project considerations and comprises a 3-column, 6-row table. The column headers read: South Crossing Alternative, South Edge Crossing Alignment Option, and North Crossing Alternative. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, maritime business displacements, park effects (permanent), and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the South Crossing Alternative performed highest by being the lowest in cost. The North Crossing Alternative has no project residential displacement impact, performing highest. South Edge Grossing Alignment Option performed higher than the South Crossing or North Crossing alternatives by having the lowest numbers of businesses projected to be displaced. However, the South Crossing Alternative had the fewest number of maritime business displacements. The North Crossing Alternative has no projected permanent park effects, performing highest. The information provided within each cell reflects the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — Click to enlarge

The slide is labeled South Crossing Alternative and includes a single column table with five rows on the left and the South Crossing Alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.2 billion. Row 2: 26 residential displacements. Row 3: 36 business displacements. Row 4: 1.5 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Two callout boxes have a tree icon, indicating park effects. The first callout box is pointing to the West Duwamish greenbelt south of the proposed route and the text reads: “West Duwamish Greenbelt. 1.2 acres.” The second callout box is pointing to the T-102 Park and the text reads: “T-102 Park. 0.3 acres.” Two callout boxes have a magnifying glass icon, which indicates other project considerations. One callout box is pointing to the southern portion of Hunter Island, south of the proposed route and the text reads: “BNSF Bridge constructability.” The other callout box is pointing to the intersection of Delridge Way SW and 21st Ave and the text reads “Pigeon Point constructability.” The final callout box has an anchor icon, which indicates maritime-dependent businesses. It is pointing to a port alongside the West Seattle Bridge and the text reads: “Maritime-dependent businesses. 3.” — Click to enlarge

The slide is labeled South Edge Crossing Alignment Option and includes a single column table with five rows on the left and the South Edge Crossing Alignment Option route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.3 billion. Row 2: 26 residential displacements. Row 3: 29 business displacements. Row 4: 1.9 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Two callout boxes have a tree icon, indicating park effects. The first callout box is pointing to the West Duwamish greenbelt south of the proposed route and the text reads: “West Duwamish Greenbelt. 1.3 acres.” The second callout box is pointing to the T-102 Park and the text reads: “T-102 Park. 0.6 acres.” Two callout boxes have a magnifying glass icon, which indicates other project considerations. One callout box is pointing to the BSNF Bridge and the text reads “BNSF Bridge constructability.” The other callout box is pointing to the intersection of Delridge Way SW and 21st Ave and the text reads “Pigeon Point constructability.” The final callout box has an anchor icon, which indicates maritime-dependent businesses. It is pointing to a port on the southern point of Hunter Island and the text reads: “5 Maritime-dependent businesses.” — Click to enlarge

The slide is labeled North Crossing Alternative and includes a single column table with five rows on the left and the North Crossing Alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: No residential displacements. Row 3: 38 business displacements. Row 4: No permanent park effects (permanent). Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with four callout boxes. Two callout boxes have a magnifying glass icon, indicating other considerations. The first callout box is pointing to an area along the East Duwamish waterway north of the West Seattle Bridge and the text reads: “T-25 Restoration Site.” The second callout box is pointing to Hunter Island and West Seattle and the text reads: “Port of Seattle T-5 & T-18.” Another callout box that is pointing to the intersection of 4th Ave South and S Harrison Street and the text reads: “Fire Station 14 effects.” The final callout box has an anchor icon, which indicates maritime-dependent businesses. It is pointing to a port on the southeast side of Hunter Island and the text reads: “10 Maritime-dependent businesses.” — Click to enlarge

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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

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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

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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

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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

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.

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Compare West Seattle Junction/Delridge Alternatives

This slide is a comparison table with a summary of project considerations for alternatives in West Seattle and Delridge. It focuses on the performance level of each alternative for each of the project considerations and comprises a 7-column, 5-row table. The column headers read: Elevated Fauntleroy Dakota Street, Elevated 41st/42nd Dakota Street, Tunnel 41st Dakota Street Lower Height, Tunnel 42nd Dakota Street Lower Height, Short Tunnel 41st Dakota Street, Medium Tunnel 41st Andover Street Lower Height, and Elevated Fauntleroy Andover Street. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, park effects (permanent), and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the Elevated Fauntleroy Dakota Street, Medium Tunnel 41st Andover Street Lower Height, and Elevated Fauntleroy Andover Street alternatives performed highest by being the lowest in cost. The Medium Tunnel 41st Andover Street Lower Height alternative is projected to have the fewest residential displacements, performing highest. All but the Elevated 41st/42nd Dakota Street and Tunnel 42nd Dakota Street Lower Height alternatives were high performing in business displacements considerations. The Medium Tunnel 41st Andover Street Lower Height and Elevated Fauntleroy Andover Street have no permanent parkland effects, performing highest. The information provided within each cell reflects the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — Click to enlarge

The slide is labeled Elevated Fauntleroy Way Station - Dakota Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.6 billion. Row 2: 607 residential displacements. Row 3: 32 business displacements. Row 4: 0.6 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Duwamish is shown for illustration purposes. The map to the right is overlayed with four callout boxes. Two callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The other callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” One callout box has tree icon, indicating park effects. It is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 0.5 acres.” The final callout box has a house icon, indicating residential displacement. It is pointing at the proposed Alaska Junction station and the text reads: “Mixed-use apartment – 239 units.” — Click to enlarge

The slide is labeled Elevated 41st/42nd Ave Station - Dakota Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $2.0 billion. Row 2: 551 residential unit displacements. Row 3: 77 business displacements. Row 4: 0.6 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Duwamish is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Two callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The other callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” One callout box has tree icon, indicating park effects. It is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 0.5 acres.” The next callout box has a multi-story building icon, which indicates business displacement. It is pointing at the proposed Alaska Junction Station and the text reads: “Mixed-use commercial – 38.” The final callout box has a house icon, indicating residential displacement. It is pointing at an area in the Alaska Junction neighborhood and the text reads “Mixed-Use apartment – 216 units.” — Click to enlarge

The slide is labeled Tunnel 41st Avenue Station - Dakota Street Station Lower Height and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $2.1 billion. Row 2: 364 residential displacements. Row 3: 31 business displacements. Row 4: 1.4 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Duwamish is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The second callout box is floating on the map and the text reads: “Two tunnel stations.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” One callout box has tree icon, indicating park effects. It is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 1.4 acres.” The final callout box has a house icon, indicating residential displacement. It is pointing at an area just south of the proposed Alaska Junction station and the text reads: “Apartment building – 90 units.” — Click to enlarge

The slide is labeled Tunnel 42nd Ave Station - Dakota Street Station Lower Height and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $2.2 billion. Row 2: 321 residential unit displacements. Row 3: 60 business displacements. Row 4: 1.6 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes The map to the right is overlayed with six callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The second callout box is floating on the map and the text reads: “Two tunnel stations.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” Two callout boxes have a tree icon, indicating park effects. One callout box is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 1.4 acres.” The other callout box is pointing to the proposed Alaska Junction Station and the text reads: “Junction Plaza Park – 0.2 acres.” The final callout box has a multi-story building icon, indicating business displacement. It is also pointing at the proposed Alaska Junction station and the text reads: “Mixed-use commercial – 38.” — Click to enlarge

The slide is labeled Short Tunnel 41st Avenue Station – Dakota Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.9 billion. Row 2: 410 residential unit displacements. Row 3: 34 business displacements. Row 4: 0.5 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an are just north of the proposed Delridge Station and the text reads: “Social service provider.” The second callout box is floating in the Alaska Junction neighborhood and the text reads: “Tunnel station.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” one callout box has a house icon, indicating residential displacement. It is pointing to the proposed Alaska Junction Station and the text reads: “Apartment building – 90 units.” The final callout box has a tree icon, indicating park effects. It is pointing at the West Seattle Golf Course and the text reads: “West Seattle Golf Course.” — Click to enlarge

The slide is labeled Medium Tunnel 41st Avenue Station – Andover Street Station Lower Height and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.6 billion. Row 2: 201 residential unit displacements. Row 3: 35 business displacements. Row 4: No parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with seven callout boxes. Four callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to the proposed Delridge Station and the text reads: “Delridge Station further north.” The second callout box is pointing to a segment of the proposed route between the proposed Avalon and Delridge Stations and the text reads: “Guideway follows West Seattle Bridge.” The third callout box is floating in the Alaska Junction neighborhood and the text reads: “Tunnel station.” The fourth callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” Two callout boxes have a house icon, indicating residential displacement. The first box is at an area just south of the proposed Alaska Junction Station and the text reads: “Apartment building – 90 units.” The second box is pointing at a segment of the proposed route between Avalon and Delridge along Andover Street and the text reads: “Social service provider – 31 units.” The final callout box has a multi-story building icon, indicating business displacement. It is pointing at an area just south of the proposed Delridge Station and the text reads: “Business Park – 14.” — Click to enlarge

The slide is labeled Elevated Fauntleroy Way Station – Andover Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 487 residential unit displacements. Row 3: 34 business displacements. Row 4: No parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to the proposed Delridge Station and the text reads: “Delridge Station further north.” The second callout box is pointing to a segment of the proposed route between the proposed Avalon and Delridge Stations and the text reads: “Guideway follows Avalon Way SW.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” The next callout box has a house icon, indicating residential displacement. It is pointing at the proposed Alaska Junction Station and the text reads: “Mixed-use apartment – 239 units.” The final callout box has a multi-story building icon, indicating business displacement. It is pointing at an area just south of the proposed Delridge Station and the text reads: “Business Park – 14.” — Click to enlarge

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How did we get here?

Two people stand in front of a large map of the Seattle area, featuring existing and future Sound Transit service lines. — November 2016: Voters approve funding for ST3, a plan that adds 62 new miles of light rail with stations serving 37 additional areas for a regional system reaching 116 miles. The plan also includes Bus Rapid Transit (BRT) on the Eastside, additional capacity for the Sounder South line, and access improvements to stations for all modes of travel.

Eight people sit together around a table viewing a large map. Several people are pointing to the map. — October 2017: Sound Transit hires a team of consultants to assist with the planning, early design, and environmental review of the West Seattle and Ballard Link Extensions.

A group of about 35 individuals sit around various tables inside the Sound Transit Board Room, in conversation with each other and looking at project materials. — January/February 2018: Sound Transit kicks off the first Stakeholder Advisory Group and Elected Leadership Group meetings to introduce the project and share what to expect for the alternatives development phase.

A person writes a comment on a sheet of paper adjacent to a comment collection box next to informational materials about West Seattle alternatives. — February - March 2018: Sound Transit and FTA host early scoping open houses and a comment period to collect public feedback on the ST3 representative project and gather new ideas to inform development of additional route and station location alternatives.

A person stands adjacent two large screens that read “Alternatives development overview” speaking into a microphone presenting to a crowd of people in a large room. — March 2018 - April 2019: Sound Transit develops and refines alternatives based on technical evaluations, as well as feedback from the public, Stakeholder Advisory Group, Elected Leadership Group and Sound Transit Board of Directors. The project went through 2 levels of evaluation between Early scoping and Scoping to help further refine alternatives.

A group of people are sitting in rows inside a large room, facing the presenter who is standing at a podium. — February - March 2019: Sound Transit and FTA host scoping open houses and a comment period to collect public feedback on the alternatives to date and topics to study in the Draft Environmental Impact Statement (EIS).

A group of 15 or more people sit along a large U-shaped table in formal attire in a large room with name plaques in front of them. A screen projector at the far end of the room reads, “West Seattle and Ballard Link Extensions”. A singular person sits in the center of the room and separate from the U-shaped table. — May 2019: The Sound Transit Board reviews the alternatives, evaluation results, public feedback and the recommendations of the Elected Leadership Group and identifies the preferred alternative and other alternatives to study in the Draft EIS.

A Link light rail train pulls into a station. Passengers wait on the platform for the train. — May - October 2019: After the Sound Transit Board identified preferred alternatives and other alternatives to study in the Draft EIS, they also directed staff to conduct initial assessments on additional route and station options that were suggested during the public scoping period, to establish whether further study in the Draft EIS is appropriate.

Two people stand in front of a large informational sign that reads “West Seattle, Ballard” that includes information about the project inside a large venue. There is a large group of people in the background who are looking at other project materials. — May 2019 - December 2021: Sound Transit’s environmental team develops the Draft EIS, a document that describes 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 lines.

A Sound Transit employee stands and talks to two people visiting the project booth at an outdoor event. — August 2021: In early 2020, the Board launched a process called realignment to review options for addressing the significant affordability gap affecting future transit expansion projects not yet under construction. Based on current revenue projections and cost estimates, the Board’s adopted plan identifies:

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.

For more information about how realignment will affect future transit expansion projects, please visit Sound Transit’s website.

A Zoom meeting screenshot with thirteen people visible. — November 2021: Sound Transit kicks off four Community Advisory Groups to review and discuss Draft EIS findings with community members throughout the corridor. Meetings are online and open to the public.

A man riding a light rail train looks down at his phone. — January 2022: The Draft EIS is released for public review and comment. The public has 90 days to review the document and provide feedback. Comments are accepted via email, mail, voicemail, comment form, at a virtual public hearing or an in-person open house. All the details can be found here.

Six people stand around a table with multiple informational materials in a large room filled with people. One of the six points to a sticky note with a pencil, and the others look to it contemplatively. — June 2022: After reviewing the Draft EIS analysis and public comments, the Sound Transit Board will confirm or modify the preferred alternative and station locations. Input provided by the public is an essential element as they consider which alternative to build.

Five people gather around a table looking at informational materials outdoors. — 2023: The preferred alternative and other Draft EIS alternatives, along with responses to comments received on the Draft EIS, are included in the Final EIS. After that, the Sound Transit Board will select the project to be built.

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Further studies

Overview

A person participating in a stickering exercise at a CID workshop.

In July 2022 – after reviewing the Draft Environmental Impact Statement (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 studies for the Ballard Link Extension. They also asked staff to return with a status report on the further studies in February 2023.

Since July 2022, Sound Transit staff have been engaging community members and conducting further studies in response to Board direction and community feedback. We will share feedback with the Sound Transit Board to inform potential action on a preferred alternative for the Ballard Link Extension.

To learn more about the further studies, read the Board Motion from July 2022. For an overview of the further studies and the results, read the Executive Summary and reports or the Further Studies Engagement Summary. Descriptions and key findings for each further study are included below by segment.

Subscribe to email updates to learn more about further study efforts.

Ballard Link Extension, Chinatown-International District (CID)

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.

Refinements to Draft EIS 4th Avenue Shallow (CID-a) Alternative
New Alignment and Station Locations
Union Station and plaza activation

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

A map of the proposed 4th Ave Shallow Alternative, which explores station and alignment options to maximize community benefits while minimizing costs and impact. — Click on image to enlarge

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

A map of the proposedNew alignment and station location North of the CID explores station and alignment options close to Pioneer Square Station, east of 4th Avenue based on ideas from community and agency partners. — Click on image to enlarge

New alignment and station location South of the CID explores 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

A map of the proposed new alignment and station location South of the CID. — Click on image to enlarge

New alignment and station locations North and South of the CID explores 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 explores 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:

Kick-Off Open House (Oct. 13, 2022)

Over 200 people attended the kick-off open house at Union Station to learn more about the further studies and provide feedback or ideas that are shaping our engagement approach and the scope of our studies over the next several months. There was also an online survey for those who couldn’t attend the open house in person.

Workshop #1 - Options (Nov. 2, 2022)

Building on the feedback we received at the kick-off open house and through the online survey, our first workshop focused on options for further study. We brought forward concepts shared with us by the community and began to explore opportunities and challenges together.

CID Workshop #2 – Tradeoffs (Nov. 16, 2022)

Building on the feedback and questions we received at the kick-off open house and workshop #1, this workshop initiated a conversation about tradeoffs. We shared the latest on what we learned about the options for further study, including some of the potential impacts and benefits, and gathered your feedback on tradeoffs and potential refinements.

System Expansion Presentation / 輕軌系統擴建簡報

CID Workshop #3 – Key Issues (Dec. 14, 2022)

We focused on key issues brought forth by community members. We also engaged in problem-solving around key issues and potential mitigation approaches for each option.

CID Workshop #4 – Summary (Jan. 11, 2023)

We built on previous workshops and community feedback and brought it all together to begin collecting your feedback for the Sound Transit Board.

Ballard Link Extension, Downtown

A map with six call-out boxes that highlight further studies in the downtown segment. — Click on image to enlarge

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.

Denny Station: Entrance on both sides of Denny
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

More information is available in the Downtown report.

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)

Click on image to enlarge

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)

A map of the Seattle Center Republican Station west. — Click on image to enlarge

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)

A map of proposed changes to Midtown Station: Columbia Street — Click on image to enlarge

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)

A map of proposed changes to Midtown Station: 4th Avenue right-of-way — Click on image to enlarge

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

Ballard Link Extension, Interbay/Ballard

A map with three call-out boxes that highlight further studies in the Interbay/Ballard area. — (Click to enlarge)

In the Ballard neighborhood of the Interbay-Ballard segment, the Board directed staff to study:

Pedestrian access improvements across 15th Avenue associated with the Tunnel 14th Avenue Station option.

Station access and safety, including north and south of Market Street

Cost savings opportunities and potential third-party funding needs associated with the Tunnel 15th Avenue Station option

Shifting the Tunnel 14th Avenue alignment as a potential cost savings measure

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South Interbay:

South Interbay segment station and alignment

Ballard:

Tunnel 15th Avenue Cost Savings: Draft EIS Station Location
Tunnel 15th Avenue Cost Savings: Station in Right-of-Way
Tunnel 15th Avenue Entrance North of Market
Tunnel 14th Avenue Station Access
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)

Map of Ballard and Interbay proposed 15th Avenue transit station in right-of-way. — (Click to enlarge)

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:

Interbay/Ballard Open House (Dec. 12, 2022)

Over 70 people attended the open house at Lawton Elementary School to learn about and provide feedback on new concepts being studied in the Interbay/Ballard segment of the West Seattle and Ballard Link Extensions project. There is also an online survey open until Dec. 23 for those who couldn’t attend the open house in person.

Meeting Materials
Higher resolution concept images can be found here.

Interbay/Ballard Workshop (Jan. 11, 2023)

At the event, we shared additional updates and some results on the further studies we’ve been working on in both the Interbay and the Ballard areas. For Interbay, this included more information on the three potential alignment concepts we presented at the open house on December 12. For Ballard, this included sharing information and findings on potential cost savings and access improvements we’ve been studying related to Tunnel 14th Ave and Tunnel 15th Ave Station options.

Meeting Materials

West Seattle Link Extension

A map with three call-out boxes that highlight further studies in West Seattle. — Further studies in West Seattle

For the West Seattle Link Extension, the Sound Transit Board identified the following preferred alternative: Medium Tunnel 41st Avenue Station Alternative in the West Seattle Junction segment; the Andover Street Station Lower Height Alternative in the Delridge segment; the South Crossing Alternative in the Duwamish segment, and the At-grade Alternative Staggered Station Configuration in the SODO segment.

In addition to identifying a preferred alternative for the West Seattle Extension, the Board directed staff to:

Study shifting a station entrance to 42nd Avenue SW at the Alaska Junction station
Explore opportunities to provide access north and south of Andover Street at the Delridge station, including a pedestrian bridge across Andover Street or shifting the alignment south towards SW Yancy Street, west of the station
Explore opportunities to enhance access from the platform to S. Lander Street at the SODO station and, based on additional Board requests in September and November of 2022, look for opportunities to avoid or minimize effects to local businesses

Additionally, the Board directed staff to further study the following potential cost savings concept:

In the West Seattle Junction segment, eliminate the Avalon station

Following Board direction, the project team continues to study additional refinements for the West Seattle Link Extension. This work will continue as part of ongoing project development. More information on this work is available below and in the West Seattle Link Extension report. Please stay tuned for future opportunities to engage.

Alaska Junction station access refinement
Delridge access, integration and alignment refinement
Eliminate Avalon Station
SODO access to S Lander Street

Alaska Junction station access refinement

Compared to Medium Tunnel 41^st Avenue Station (WSJ-5)

Alaska Junction station access refinement shifts station entrance 42nd Avenue SW to improve passenger access.

Findings:

90 additional equitable transit oriented development housing units
Eliminates need for pedestrian crossing of 41st Ave SW
39 fewer residential and 32 additional business displacements
Cost delta compared to realigned financial plan: + $80 million

Delridge access, integration and alignment refinement

Compared to Andover Street Station Lower Height Alternative (DEL-6)

Delridge access, integration and alignment refinement shifts alignment south towards SW Yancy Steet to improve passenger access and transit integration and reduce effects to organizations serving low-income and communities of color.

Findings:

14 fewer residential and 3 additional business displacements
Eliminates potential passenger and freight conflicts
Permanent closure of 32nd Ave
Cost delta compared to realigned financial plan: + $50 million

Eliminate Avalon Station

Compared to Andover Street Station Lower Height Alternative (DEL-6) and Medium Tunnel 41^st Avenue Station Alternative (WSJ-5)

Map of the area around Avalon Station, which in the proposed scenario would be elimainated to optimize alignment and reduce costs. — (Click to enlarge)

The Eliminate Avalon Station eliminates station and optimizes alignment to reduce costs. Assumes shifting alignment south towards SW Yancy St.

Findings:

48 fewer residential displacements and 3 fewer business displacements
Longer travel times for passengers closer to DEIS Avalon Station
No expected decrease in project ridership
Reduces temporary and permanent roadway closures
Cost delta compared to realigned financial plan: - $80 million

SODO access to S Lander Street

Compared to At-Grade Alternative (SODO-1a) Staggered Station Configuration

SODO access to S Lander Street enhances access from platform to S Lander Street to minimize property effects on west side of station and add connection to S Lander Street.

Findings:

Direct connection to Lander Street overpass
Less direct station access from 4th Ave S
Minimize property effects on west side of station
No estimated cost change

Join the conversation

Community feedback was gathered as part of engagement activities throughout the further study period from July 28, 2022, through February 23, 2023. Learn more in the Further Studies Community Engagement Summary.

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)

View by station:

What does Sound Transit consider during station planning?

Make it easy to transfer from a bus to light rail

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

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

Locate station entrances so they are easy to see and get to and from the neighborhood.
Provide safe, and 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.

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

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

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

Stations

Choose a station to view maps 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.

Chinatown-International District

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.

Structure and membership

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.

Meeting #1 – Introduction (Nov. 2021)

Meeting #2 – Station Planning (Jan. 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

Meeting #3 – Draft EIS Results Overview (Feb. 2022)

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

Meeting #4 – Draft EIS Deep Dive (March 2022)

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

Meeting #5 – Draft EIS, Potential Cost Savings, Refinements (April 2022)

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
- Agenda
- Presentation
- Watch the recording
CID/SODO Community Advisory Group:
Wednesday, April 13, 2022 from 5pm to 7pm
- Agenda
- Presentation
- Watch the recording

Meeting #6 – Consolidating Feedback (May 2022)

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

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

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

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

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

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

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

What does the acquisition process look like?

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

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

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

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

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

How does realignment impact this timeline?

Need more info?

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

Get involved

There are multiple opportunities to get engaged with the project.

Talk to project staff

Request a briefing or meeting with us; we are happy to meet with you or your community group online with opportunities to hold in-person briefings once safe to do so

Stay engaged

Subscribe to email updates

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

About the project

Stay engaged!

What is the Draft EIS?

About the project

Learn more about the alternatives

Equity and inclusion

Interbay/Ballard Alternatives

Compare Interbay/Ballard Alternatives

South Interbay Alternatives

Compare South Interbay Alternatives

Downtown Alternatives

Compare Downtown Alternatives

Chinatown-International District Alternatives

Compare Chinatown-International District Alternatives

SODO Alternatives

Compare SODO Alternatives

Duwamish Alternatives

Compare Duwamish Alternatives

West Seattle Junction/Delridge Alternatives

Compare West Seattle Junction/Delridge Alternatives

How did we get here?

Learn about the Environmental Impact Statement (EIS)

Want to take another look at the Draft EIS?

Draft EIS Executive Summary

Looking for a quick overview?

Overview

Join the conversation

What we have heard from the community

Station Planning Progress Report

Stations

Overview

Property acquisition timeline

Fall 2021 Pre-Draft EIS release

Early 2022 Draft EIS release

2023 Final EIS release

2023-2027 Final Design

Frequently Asked Questions

Need more info?

Talk to project staff

Stay engaged

Contact us