• Alternatives development 
• ST Board identifies preferred alternative 
• Draft Environmental Impact Statement 
• ST Board confirms the preferred alternative for Ballard Link Extension
• ST staff conduct further studies
• Ongoing environmental review
• Final Environmental Impact Statement
• ST Board selects project to be built
• Federal Transit Administration issues Record of Decision

• Procure final design and construction contracts
• Obtain land use and construction permits
• Begin property acquisition / relocation
• Advance utility relocation / early work contracts

• 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

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

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

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

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

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

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

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

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

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

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

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

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:

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

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

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

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

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

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

South Lake Union Mix-and-Match

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

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

Findings: 

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

Seattle Center: Mix-and-Match 

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

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

Findings: 

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

Seattle Center: Republican West 

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

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

Findings: 

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

Denny Station: Entrance on both sides of Denny

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

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

Findings:

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

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

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

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

Findings:

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

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

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

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

Findings

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

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

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

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

Findings

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

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

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

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

Findings

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

Westlake Station (DT-1): Entrance Consolidation

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

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

Findings

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

PreviousNext

South Interbay:

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

Ballard:

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

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

South Interbay Modified SIB-1 alignment

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

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

Findings:

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

The South Interbay Modified SIB-3 Alignment

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

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

Findings:

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

Consolidated Alignment

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

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

Findings:

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

Tunnel 15th Avenue Cost Savings: Draft EIS Station Location

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

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

Findings:

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

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

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

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

Findings:

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

Tunnel 15th Avenue Entrance North of Market

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

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

Findings:

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

Tunnel 14th Avenue Station Access

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

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

Findings:

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

Shifted Tunnel 14th Avenue Station

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

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

Findings:

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

Recent public engagement in Interbay/Ballard:

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)

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