West Seattle Link Route Selection

During their meeting on October 24th, the Sound Transit Board selected the preferred alignment for the West Seattle Link Extension (WSLE). They also authorized staff to have their partners develop the final design for the stations and stub line between SODO and West Seattle. It will also include the connection to the existing SODO operations and maintenance facility. They also asked staff to look for ways to reduce cost. I reviewed the recording and staff presentation and thought I would share some observations.

Terri Mestas, the new deputy CEO of megaprojects, explained that they will try to work with their partners to use standardization and prefabrication to reduce construction costs and impacts as much as possible.

Slide 10: Transit travel sheds for Westwood Village

Jason Hampton walked the Board through the preferred alignment and all its promises. He showed for example the transit opportunities from Westwood Village (at 1:48): While the Delridge station doesn't extend to Westwood Village, this map shows just how far people can travel from Westwood Village by connecting between buses and rail, so Delridge will serve as a primary transfer for bus service to the south connecting communities of color and communities that are disproportionately low income compared to the rest of the peninsula. So really improving transit service, frequency, and reliability for those bus-rail connections as well."

Earlier I had asked Sound Transit for some clarification on transfer times the map is based upon. I was told that transfer time was estimated at half the headway, meaning it does not take into consideration any delays due to walking, elevators or escalators. I'm not sure what year the Existing" map is based upon, as it certainly does not take into consideration the recently opened RapidRide G line. I'm not sure it even considers the opening of RapidRide H as they showed a similar map 2 years ago. That would also explain the improved sheds south of Westwood Village on the 2042 map which is certainly not related to an opening of the West Seattle Link extension. Sound Transit also admitted that the 2042 map includes not only the West Seattle and the Ballard extensions but also other improvements such as 2 Line (East Link), Stride and bus extensions anticipated as part of Metro Connects.

The Final Environmental Impact Statement (EIS) had already admitted that the West Seattle Link extension will not bring any noticeable transit time improvements until the stub is continued downtown. I assume that's the reason why staff did not bother to show any travel shed map for when the stub opens (anticipated by 2032). But what would happen if the increased cost of the West Seattle Link extension would delay the Ballard extension (currently anticipated for 2039) and downtown connection? Then the map would look quite different.

I wish I could provide such a map for the bus alternative I had proposed earlier. I would expect it would provide even better travel sheds but a decade earlier and for much lower cost.

Next, Jason Hampton, Manager - High Capacity, talked about the SODO station: It would include a new station directly to the west of the existing 1 Line station. That station would provide convenient connections between the 1 Line and 3 Line." Convenience is not the word I'd use for going up an escalator/elevator, walking across multiple tracks, and going down again. Interlining the 3 Line with the 1 Line on the same track with a center platform would allow either cross or same platform transfers. Such transfer would be far more convenient. It could also allow Sound Transit to run the 3 Line trains all the way to Lynnwood immediately rather than waiting until the Ballard line gets built.

Next, he talked about housing: All of the stations would facilitate equitable transit-oriented development and joint development opportunities, particularly great opportunity at the Alaska Junction station." While I appreciate the prospect of more housing once the line is finished, I wish he had also mentioned the many residents and small businesses which will lose their homes due to construction. This will come at a time where housing is already difficult to find. However, this came up during public testimony and some of the board members brought this up, too.

He also mentioned that the West Seattle Link extension will have to be finished before the Ballard line starts operating, as the extension will include a new connection between the new 3 Line (West Seattle to Everett) and the SODO operations and maintenance facility (OMF). The existing connection to the OMF will be used by the 1 Line (Tacoma to Ballard). However, I believe such connection could also be implemented through switches north of the SODO station.

He concluded his presentation: The recommendations minimize many community impacts while enhancing mobility and access, improving passenger experience and offering substantial equitable transit-oriented development opportunities." Sound Transit has made a few adjustments to the line to reduce the impact on some social-service buildings for example, but the line will still have a sizable impact on the community it supposed to serve. At the same time for most riders the line will not enhance mobility" but force extra transfers which will reduce passenger experience, may extend travel time, and certainly reduce access for people with mobility challenges.

While board members Dow Constantine, Bruce Harrell, and Dan Strauss were pushing enthusiastically for the adoption of the route and finishing the design, several board members from Snohomish and Pierce County were concerned that the recent cost escalation may delay the spine. Terri Mestas responded that until the detailed design is finalized, its cost and impact on the rest of ST3 would be difficult to assess. Dow Constantine argued that the sooner the plan is shovel-ready", the earlier Sound Transit could apply for federal funding. The election results may complicate such efforts.

There were no discussions about more affordable route alternatives such as dropping a station or avoiding a tunnel by the Alaska Junction. In earlier meetings staff had considered dropping the Avalon station. An elevated line along Fauntleroy Way SW would be less expensive than a tunnel under 41st Ave SW by tearing down the Jefferson Square Shopping Center and Apartments. The original plan for an elevated route along Fauntleroy Way had contemplated tearing down the brand-new Maris Apartments, but staff later proposed an alternative along 38th Ave SW. That alternative would reduce housing losses substantially.

While both Mestas and Hampton reiterated that the board will have several more opportunities to approve specific phases of the project, staff is already preparing motions to approve funding for early property acquisitions even before the board approved final construction of the line. The board seemed mostly in support of the project laid out by staff though board members Dammeier (Pierce County) and Kastama (Puyallup) voted against the motion. (see: Meeting minutes)