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March 2006 2-1 North Link Draft SEIS 2. Alternatives Considered

2. Alternatives Considered

This Final Supplemental Environmental Impact Statement (SEIS) evaluates a No-Build Alternative and several “build” alternatives for a 7- to 8-mile light rail extension from downtown Seattle to Northgate, including the Preferred Alternative identified by the Sound Transit Board. The North Link project, which is a segment of the Central Link Project, would extend from the north terminus of the Initial Segment of Central Link, located at the north end of the Downtown Seattle Transit Tunnel, through Capitol Hill or South Lake Union area to the University District and on to Northgate. To maintain consistency with the 1999 FEIS, this SEIS evaluates a set of route and station alternatives in two geographic segments to the north of downtown Seattle, as shown in Figure 2-1:

• Segment A: Northgate to the University District • Segment B: University District to Downtown Seattle

The North Link SEIS supplements the 1999 FEIS for the Central Link Light Rail Transit Project. The 1999 FEIS evaluated alternatives for a light rail line extending from S 200th Street near the Seattle-Tacoma International Airport (Sea-Tac Airport) in the city of SeaTac to Northgate in north Seattle. These alternatives included route and station alternatives between Northgate and the University District (Segment A of the Central Link Light Rail) and route and station alternatives between the University District and the Westlake Station (Segment B of the Central Link Light Rail). In November 1999, the Sound Transit Board adopted a project route for Segment B but did not adopt a Segment A route, and the Board requested additional review of Segment A route alternatives. In summer of 2000, the Sound Transit Board selected two routes to continue to be considered in Segment A, Alternatives A1.1 (12th Avenue NE route) and A2.1c (8th Avenue NE East Portal), and it authorized further design efforts. In Segment B, subsequent design work on the original adopted project and increases in estimated costs has led to Sound Transit’s decision to reconsider alternatives for Segment B. This chapter describes the alternatives considered in the North Link SEIS and provides an overview of the evaluation and selection process. This includes all alternatives evaluated in the 2003 Draft SEIS and new alternatives or modified alternatives described in the Modified Montlake Route Addendum and 2005 Draft SEIS.

2.1 THE PREFERRED ALTERNATIVE

The Sound Transit Board identified the Preferred Alternative for North Link in Resolution No. R2005-20 (July 28, 2005). The Resolution addressed several previous actions by the Board, including identifying elements of the Preferred Alternative for North Link. The Preferred Alternative is:

• From the Downtown Seattle Transit Tunnel (DSTT), the route would cross under I-5 and proceed east and then north to a cut-and-cover station beneath Nagle Place, south of East John Street on Capitol Hill, serving the First Hill/Capitol Hill urban center.

• The tunnel route would then cross the ship canal via the modified Montlake route with a cut-and-cover crossover track and station at Husky Stadium, serving the University of Washington campus and the surrounding neighborhoods.

• The tunnel route would include a vent facility in the vicinity of East Roanoke Street and 22nd Avenue East (Hop-In Market site) in the Montlake neighborhood to meet operational and system requirements.

• North from the University of Washington Station, the tunnel route would continue to a cut-and-cover station under Brooklyn Avenue NE south of NE 45th Street in the University District, serving the business district, surrounding residential neighborhood and north University of Washington campus.

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• North of the University District through the Roosevelt neighborhood, the light rail route would continue north in a tunnel to a cut-and-cover station just west of 12th Avenue NE between NE 65th Street and NE 68th Street. From the Roosevelt station, the tunnel route would continue north and then northwest to a portal location inside Washington State Department of Transportation right-of-way immediately north of the Lake City Way interchange with I-5.

• North of Roosevelt, the light rail line would continue along the east side of I-5 staying west of the parallel city street to Northgate. The elevated Northgate station would be located east of 1st Avenue NE, spanning NE 103rd Street. This station would provide access to bus transfers at the Northgate Transit Center and to adjacent park-and-ride facilities.

The Board also identified “University Link” in the Final SEIS as the preferred first phase of North Link for implementation and which also assumes New Starts funding from FTA. University Link is defined as from the DSTT to the University of Washington Station, which would be an interim terminus until funding is available to complete the sections to the north. With its resolution, the Board again emphasized the importance of extending light rail to Northgate as soon as possible. A final decision on the project to be built and its timing will be made after publication of the Final SEIS.

2.2 THE NO-BUILD ALTERNATIVE

The No-Build Alternative represents the transportation system and the environment as they would exist without the proposed North Link light rail project. The No-Build Alternative provides a baseline condition for comparing the impacts of the action alternatives, including transportation conditions in two future forecast years, 2015 and 2030. The No-Build Alternative includes the Initial Segment and Airport Link portions of the Central Link light rail system and other regional transit improvements in Sound Move. Central Link would provide light rail service operating between the Westlake Station in downtown Seattle and S 200th Street in SeaTac. The Initial Segment began construction in late 2002, and is expected to open for operation in 2009. Airport Link is expected to begin construction in 2007 and begin operation in late 2009. With light rail between downtown Seattle and S 200th Street, rail and buses could operate jointly in the Downtown Seattle Transit Tunnel at least through 2015.

The 2015 No-Build Alternative refers to the existing transportation system, plus funded projects in the Puget Sound Regional Council’s (PSRC) adopted Transportation Improvement Program, with extension of the Link Initial Segment from S 154th Street to S 200th Street in SeaTac. By the 2030 horizon year, the No-Build Alternative is assumed to include all the transportation projects and programs included in PSRC’s adopted Metropolitan Transportation Plan (MTP), Destination 2030. No-Build does not assume other future regional transit extensions or services beyond that Sound Move program. The MTP includes extensive transportation network improvements such as completing an interconnected system of freeway and arterial high-occupancy vehicle (HOV) lanes, constructing missing links for network continuity, expanding transportation capacity to and between centers, widening major roadways where necessary, upgrading highway safety and efficiency, providing better arterial access control, and increasing auto ferry capacity across Puget Sound (PSRC 1999 and 2003). The No-Build Alternative also incorporates planned changes in existing land use and related increases in population and employment consistent with PSRC forecasts. Appendix K lists the future land use developments and transportation projects that have been identified as part of the larger PSRC forecasts for the project area under the No-Build Alternative.

2.3 LIGHT RAIL PROJECT ALTERNATIVES

Light rail is a conventional term for urban rail systems that have the flexibility to operate in either street traffic or exclusive rights-of-way. The MAX system in Portland, Oregon, the C-Train in Calgary, Alberta, and the Green Line in Boston, Massachusetts are examples of existing light rail systems. Light rail uses electrically powered cars, in trains of up to four cars (approximately 360 feet long), running on steel rails.

The North Link portion of the Central Link system would provide the highest capacity within the system. The capacity of the segment would be 16,000 persons per hour, per direction, which is the person-carrying

North Link Draft SEIS 2-4 March 2006 2. Alternatives Considered

equivalent of a 14-lane freeway. Portions of the Central Link system are now under construction, and provide further examples of the range of structures and facilities used for light rail.

All of the North Link routes have been developed with exclusive rights-of-way, avoiding in-street or cross-street traffic. This would allow North Link to accommodate up to two-minute headways, which are ultimately required to fulfill long-range plans for the system. More information on typical features of the light rail project can be found in Chapter 2 of the 1999 FEIS.

Light rail in Segment A would operate in a mix of tunnel, surface, and elevated configurations. Under all alternatives in Segment B, light rail would operate in a tunnel extending from the Initial Segment of Central Link in downtown Seattle. The length of the routes, the number of stations within each segment, and the projected travel times for light rail are summarized in Table 2-1. Detailed drawings of the routes and stations, including their location and relative elevation or depth, are provided in Appendix J, Conceptual Design Drawings.

Table 2-1 Characteristics of Light Rail Route Alternatives

Segment Length (Miles)

Segment Travel Time

(Minutes) Number of

Stations

Number of Crossover

Tracks

Segment A Route Alternatives (Northgate to University District) Preferred Alternative (A1.1 12th Avenue NE) 3.1 5.1 2 1

A2.1b (8th Avenue NE West Portal) 3.1 to 3.3 5.1 to 5.4 2 1

A2.1c (8th Avenue NE East Portal) 3.1 to 3.3 5.1 to 5.4 2 1

Segment B Route Alternatives (University District to Downtown Seattle) Preferred Alternative: Capitol Hill to University of Washington

4.1 8.0 3 1

B1.A (First Hill to 15th Avenue NE) 4.3 9.2 4 2

B1.D (First Hill to Montlake) 4.5 to 4.7 9.5 to 9.7 4 2

B1.Ga, b (First Hill to West Tunnel) 4.4 8.5 to 9.6 3 or 4 2

B3.D (Eastlake to Montlake) 4.0 to 4.2 8.1 to 9.1 3 or 4 2

B3.Ga, b (Eastlake to West Tunnel) 3.8 7.0 to 8.9 2, 3, or 4 2

B4.D (Capitol Hill to Montlake) 4.0 to 4.2 7.9 to 8.1 3 1

B4.Ga, b (Capitol Hill to West Tunnel) 3.9 to 4.0 7.0 to 8.0 2 or 3 1

The Final SEIS also evaluates constructing the project in phases. A station south of Northgate could be an

interim terminus station until the line is extended farther north. The interim terminus options are discussed in Section 2.3.8. University Link has been identified in this Final SEIS as the preferred first phase of implementation and would be about 3.1 miles long with 6 minutes of travel time and have two stations and one crossover track. The potential environmental impacts of all alternatives, including interim terminus options, are discussed in Chapters 3 and 4 with financial analysis provided in Chapter 5.

2.3.1 Light Rail Stations From four to six light rail stations would be developed to serve the major transit markets in the North Link

corridor. Passenger stations would provide pedestrian and bicycle access to and from feeder bus lines, park-and-ride facilities, and major employment and activity centers. The boarding platform (in all station types) would be approximately 380 feet long (to serve 4-car trains) and may be either on the outer side of the tracks, or in the center with tracks on both sides. For elevated, below-grade, or tunnel stations, escalators, elevators, and/or stairs would be provided as appropriate. The stations would be designed to satisfy all applicable public access, fire, and life-safety requirements. Each station has a bike storage area at one or more entrances, with added area for expansion. The station plans also include proposed bus stops, paratransit stops, and accessible parking areas.


2.3.2 Alternative Profiles Electric light rail technology was chosen for the Central Link project because of its versatility to operate

on elevated tracks, at-grade (on the surface), or in tunnels. Because of the varied conditions along the proposed corridor, the North Link project would combine all of the three profiles. The 1999 FEIS provides a discussion of the benefits and disadvantages of each profile type (see section 2.1.3.1 of the 1999 FEIS). For Segment A, the high ridership, limited available right-of-way, and topographic factors are the primary reasons for the elevated, at-grade, and tunnel profiles. For Segment B, high ridership, lack of right-of-way, and topographic factors are the primary reasons for a tunnel profile.

2.3.3 Summary of Project Design Changes After releasing the 2003 Draft SEIS, Sound Transit re-designed parts of several alternatives to improve

environmental, cost, construction or operating characteristics. Two additional environmental documents were published: The Modified Montlake Route Addendum (February 2004), examining a modified route and station location at the University of Washington; and the 2005 Draft SEIS (October 2005), examining station and alignment changes in Segments A and B, primarily for the Preferred Alternative. Illustrations of the Preferred Alternative stations and the Montlake vent are provided in Appendix P4.4.

Segment A Design Updates For the Segment A Preferred Alternative, Sound Transit revised the original alignment for Alternative

A1.1 (12th Avenue NE), to serve a new Roosevelt Station option. This required realigning tunnels at NE 65th Street. There was also a revised Northgate Station, and minor realignments along the I-5 right-of-way.

• Northgate Station. The Preferred Alternative eliminated a parking structure on Northgate Mall and refined the approach to park-and-ride spaces. Existing transit center parking displaced by the station would be replaced in a new 3- to 5-story garage or in King County Metro’s transit-oriented development project. As with other alternatives, elevated tracks needed for storage and operations continue to extend approximately 400 feet north beyond the station into the Northgate mall parking area.

• Roosevelt Station. For the Preferred Alternative, Sound Transit developed an underground station located west of and parallel to 12th Avenue NE and north of NE 65th Street. This siting avoids acquiring a new multifamily residential development. The Preferred Alternative station is similar to the Roosevelt Station (Option A), described in the 2003 Draft SEIS.

For other alternatives in Segment A, the changes are: • Alternative A2.1c: 8th Avenue East Portal. In several locations near I-5, the alignment has been

shifted east to the edge of the I-5 right-of-way or beneath adjacent streets. Additional information on construction at the east portal also has been developed.

• Alternative A2.1c: Roosevelt Station Option C. For this elevated station between NE 65th Street and NE 63rd Street and west of 8th Avenue NE, the construction staging area has been refined. Bus circulation needs and minor street improvements were also further defined.

• Northgate Station C4 (1st Avenue NE Option). Sound Transit developed an option for an elevated station directly above 1st Avenue NE, between NE 100th and NE 103rd Streets. The option was developed to minimize property acquisitions and parking displacements.

Segment B Design Updates For the Segment B Preferred Alternative, the alternative refinements and updates since the 2003 Draft

SEIS include: • Pine Street Tunnel. Sound Transit provided further details on construction activities for extending

light rail from the storage and turnback tunnel currently being built in the DSTT for the Initial Segment.

• Capitol Hill Station. For the Preferred Alternative, Sound Transit refined the plan for the station site between Broadway and Nagle Place. The station platform area has been placed approximately 30 feet


east of the Nagle option, and entrances were also relocated, with two entrances on the east side of Broadway, and a potential third entrance on the west side. The Preferred Alternative also changed property needs compared to the 2003 Draft SEIS alternatives.

• Montlake Vent Facility. For the Preferred Alternative, Sound Transit refined the layout and design of vent Option C from the 2003 Draft EIS, a facility providing emergency ventilation and access to the light rail tunnels below. The revised facility layout now avoids a business displacement by having a smaller footprint. Fan rooms would be underground. The traction power substation would instead be built at the University of Washington Station.

• Modified Montlake Route/University of Washington Station. Sound Transit developed a route and station alternative under the University of Washington campus, that would be east of the Montlake Alternatives in the 2003 Draft SEIS. This route and station is now the Preferred Alternative. The revised station would be sited at the southwest corner of Husky Stadium, east of Montlake Boulevard and Pacific Street. One entrance would be by the stadium, and second entrance would be west of Montlake Boulevard, near NE Pacific Place, with a pedestrian walkway tunnel under Montlake Boulevard. Sound Transit also developed options for an extended tunnel walkway under NE Pacific Place to a third entrance north of NE Pacific Place. Grade separated pedestrian access across Montlake Boulevard and NE Pacific Place could also be accommodated with an elevated overpass instead of tunnels. Other updates included mitigation options to provide replacement parking, and options for improving bus transit operations, pedestrian access, and intersection performance.

• Brooklyn Station. For the Preferred Alternative underground station, south of NE 45th Street at Brooklyn Avenue NE, Sound Transit updated construction approach information, including for the construction closure of Brooklyn Avenue NE between NE 45th Street and NE 43rd Street.

For other Segment B alternatives, updates include: • First Hill Station. Sound Transit modified the design for the station, placing additional systems

equipment in surface level buildings rather than below ground. • Brooklyn Option C. Sound Transit updated Option C with revised construction staging areas. • Brooklyn Option D. Sound Transit developed a modified station based on the Preferred Alternative

Brooklyn Station, but with a southern entrance and ventilation facilities south of NE 43rd Street, and additional construction staging areas to the south.

• Interim Termini. Sound Transit further defined options for interim termini facilities and construction staging for Preferred Alternative stations and other potential interim termini locations. See Section 2.3.8.

2.3.4 Segment A Alternatives (Northgate to University District) Segment A includes three alternative routes between Northgate and University District, and each includes

Northgate and Roosevelt Stations. As shown in Figure 2-2, the Segment A alternatives begin at the south end of Northgate Mall, adjacent to the existing bus transit center, and end just north of NE 45th Street in the University District. Any Segment A route could connect with any of the Segment B routes. The stations are described in more detail following the route descriptions.

Segment A Preferred Alternative – Alternative A1.1 (12th Avenue NE Tunnel – Refined) The Segment A Preferred Alternative would have elevated, at-grade, and tunnel sections, with two

stations: • Northgate (elevated) • Roosevelt (underground)

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From the Northgate Station, the route would travel south on an elevated guideway and then in retained cut-and-fill, cut-and-cover and tunnel sections on the east side of I-5, within the freeway right-of-way or slightly east. Near NE 75th Street, the route would enter a tunnel portal and cross under the I-5/Lake City Way off-ramps and continue underground to a Roosevelt Station at 12th Avenue NE north of NE 65th Street. The route would continue south in a tunnel to NE 45th Street to connect to the Segment B Preferred alternatives. (The tunnel route at the south end of this alternative would vary slightly if it connected to other segment routes and stations, but there would be no difference in the aboveground facilities of the alternative regardless of the Segment B choice.)

Vent facilities needed for the tunnel section would be provided at the Roosevelt Station. Three traction-powered substations (TPSS) would be required: one at the Roosevelt Station, one located above a cut-and-cover tunnel section adjacent to I-5 near NE 85th Street, and one at the Northgate Station. Three 400-foot tail tracks would be adjacent to 1st Avenue NE, extending north of the Northgate Station in the Northgate Mall parking lot. The tail tracks would be used for short-term light rail vehicle storage and layovers between scheduled runs.

Other route and station options for Alternative A1.1 are also considered, but have not been included as part of the Preferred Alternative. These include route options associated with Northgate Station Options C2 and C3, located at 1st Avenue NE and NE 103rd Street. Northgate Option C4, above 1st Ave NE, has also been developed. Roosevelt Station Option A, an underground station located west of 12th Avenue NE and NE 65th Street, with a diagonal alignment to the streets, also continues to be considered.

Alternative A2.1b (8th Avenue NE West Portal) Alternative A2.1b includes a different route and profile, different configuration for train storage and

layover facilities, and different station options, including: • Northgate (Option E1) • Roosevelt (Option B)

Alternative A2.1b would include a single 400-foot tail track north of the Northgate Station. It would also feature an 800-foot pocket track between NE 90th and NE 95th Streets, adjacent to I-5, for short-term light rail vehicle storage. The route differs from the Preferred Alternative near NE 76th Street, where it would extend under the Lake City Way ramps in a retained cut and continue south on the east side of I-5 in a retained cut and then in a short cut-and-cover segment. The location of the guideway requires shifting 8th Avenue NE to the east between NE 66th and NE 68th Streets. The alignment transitions to an elevated Roosevelt Station just south of NE 65th Street, adjacent to I-5. South of the Roosevelt Station, the route would continue elevated parallel to I-5 and 8th Avenue NE, crossing Ravenna Boulevard with a single 30-foot-wide guideway. Column supports would be placed in the median of Ravenna Boulevard and aligned with the existing piers supporting I-5 nearby. The route would enter a tunnel between the Ravenna Boulevard off-ramp and I-5 (the west portal). This would require relocating the I-5/Ravenna off-ramp slightly to the east. The light rail route would then continue southeast in a tunnel to NE 45th Street in the University District. There are variations in the tunnel route in the south end of this alternative to match with any Segment B route.

The station options considered with this alternative are Northgate Station Option E1, an elevated station at 1st Avenue NE between NE 100th and NE 103rd Streets, and Roosevelt Station Option B, an elevated, side-platform station at 8th Avenue NE and NE 65th Street. As with the Preferred Alternative, a separate structure for a TPSS would be located near NE 85th Street.

Alternative A2.1c (8th Avenue NE East Portal – Refined) Alternative A2.1c features the following station options: • Northgate (Option C2 or C3) • Roosevelt (Option C)

This alternative is similar to Alternative A2.1b, although there have been refinements in the design since the 2003 Draft SEIS. A modified alignment has been developed for the section of the route north of Lake City Way. To preserve areas within WSDOT’s I-5 right-of-way, construction of a cut-and-cover tunnel section has


been shifted east, beneath a city street and a corner of Rainbow Point Park, near Banner Way. Alternative A2.1c would have three tail-tracks north of NE 103rd Street. It features Northgate Station options C2 or C3.

The Roosevelt Station Option C is in approximately the same location as the station described in Alternative A2.1b, but involves a center-platform configuration. The section approaching the station, and the station itself, would require reconstructing 8th Avenue NE to the east, from NE 64th to NE 68th Street. This station option requires two separate guideways, each about 15 feet wide and separated by a 10- to 28-foot gap. Column supports would be located within the Ravenna Boulevard median and would align with the existing piers of the nearby 1-5 bridge. The station would also require minor modification to Ravenna Boulevard, west of I-5, to accommodate bus turns to serve the station. To the south of the station, after crossing above Ravenna Boulevard, the route would transition to a tunnel, with an alignment east of A2.1b, to a tunnel portal/ventilation site between NE 58th and NE 60th Streets, east of the I-5 off-ramp. All other system design features are as described in Alternative A2.1b, including the location of a separate TPSS structure near NE 85th Street.

2.3.5 Segment A Station Options All three route alternatives include a station at Northgate and a station at Roosevelt. While the Northgate

Station options could be matched with any of the three alternatives, this Final SEIS combines specific station options with specific route alternatives, as described above, for purposes of analysis. Only the Preferred Alternative (A.1.1) would have a subway station at Roosevelt. Roosevelt Station Options B and C could be paired with A2.1b or A2.1c. The stations are briefly described below, with more detail on station features and facilities such as entrances, pedestrian plazas, bus access and circulation, and bicycle facilities, shown in Volume 2, Appendix J. Typical cross-sections of elevated and underground stations are shown in Figure 2-3.

Preferred Alternative Station Options

Northgate Station – Preferred Alternative The Northgate Station Preferred Alternative is similar to Option C2. The station would be elevated on the

east side of 1st Avenue NE, straddling NE 103rd Street south of the Northgate Mall. Pedestrian plazas and station entries would be at the north and south ends of the station. Elevated tracks needed for storage and operations would extend approximately 400 feet north beyond the station into the mall parking area. Park-and-ride spaces displaced by the station would be replaced, either within Metro’s development or in a separate structure for a total of about 410 spaces. The option for developing additional parking would be located south of the station, and would include a garage up to five stories.

Roosevelt Station – Preferred Alternative The Preferred Alternative for the Roosevelt Station is a revised option developed to avoid a 76-unit

residential development that is currently being constructed. This has required realigning the station with 12th Avenue NE, affecting a different set of properties than the previous station design, but remaining within the same area. The Preferred Station would be located between NE 65th and NE 67th Streets and parallel to the west side of 12th Avenue NE. This underground station would have platforms about 80 feet below ground, with entrances on the northwest corner of the NE 65th Street and 12th Avenue NE intersection and near the southwest corner of the NE 67th Street and Roosevelt Way NE intersection. A pedestrian plaza is planned at the southern entrance. The station would be constructed using cut-and-cover methods.

Other Station Options

Northgate Station All the Northgate Station options described below are summarized in Table 2-2. All station options are

elevated and located south of Northgate Mall, but they differ in station siting, parking facilities, and train storage and turn-back facilities. For all station options, any existing general purpose and park-and-ride spaces displaced by the parking structures would be replaced within the structures. More information on parking is provided in Chapter 3. All stations include bike storage/shelter areas, paratransit, and accessible parking.

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Table 2-2 Key Characteristics of Segment A Station Options

Station Options Key Characteristics Applicable Alternatives Northgate Preferred

Station Elevated center platform station on east side of 1st Avenue NE, crossing above NE 103rd Street. Provides replacement for displaced park-and-ride spaces, either in a structure with King County Metro development, or a separate garage (up to 5 stories) south of the station with about 410 spaces. Three tail tracks extend north.

Preferred Alternative

Option C2 Elevated station on east side of 1st Avenue NE straddling 103rd Street. The 6-story and 4-story parking structures provide replacement for displaced parking for a total of 1,400 parking spaces in the structure. Three 400-foot tail tracks to the north.

A1.1, A2.1c

Option C3 Same as Option C2 except parking structures are different. The 3-and-a-half story structure and 6-story structure provide a total of 1,300 parking spaces for displaced parking spaces.

A1.1, A2.1c

Option C4 An elevated center platform station above 1st Avenue NE, and crossing above NE 103rd Street. Same replacement parking option as Preferred Alternative.

A1.1

Option E1 Elevated station on east side of 1st Avenue NE between NE 100th Street and NE 103rd Street. A 5-story parking structure with 1,000 spaces provides replacement for displaced parking. A single 400-foot trail track to the north.

A2.1b

Roosevelt Preferred Alternative

A cut-and-cover tunnel station located at 12th Avenue NE and NE 65th Street. Features a center platform, and entrances at NE 65th and NE 67th Streets, on 12th Avenue NE.


Option A Cut-and-cover tunnel station located at 12th Avenue NE and NE 65th Street, crossing diagonally to Roosevelt Way NE.

A1.1

Option B Elevated station with side platforms located at 8th Avenue NE and NE 65th Street

A2.1b, A2.1c (refined)

Option C Elevated station with center platform located at 8th Avenue NE and NE 65th Street. A2.1c

• Option C2 would have the same location and configuration as the Preferred Alternative, but the associated parking facilities differ. Two parking structures would be included for a total of approximately 1,400 spaces. A six-story structure with about 560 park-and-ride spaces would be located north of NE 100th Street, west of the existing transit facility and south of the light rail station. Entrances to this parking structure would be from NE 100th Street and 1st Avenue NE. The second parking structure would be between NE 103rd Street and the Northgate Mall. This structure would be four stories with 400 general purpose spaces and 450 park-and-ride spaces.

• Option C3 is similar to station Option C2 but with different configurations and sizes for the three parking structures, with a total of about 1,300 parking spaces. Two three-and-a-half-story parking structures would be located north of the light rail station on the east side of 1st Avenue NE, and the structures would span the existing mall entrance. To replace displaced parking, the structures would provide 300 general purpose spaces and 445 park-and-ride spaces for a total of 745 spaces. The six-story second parking structure would be located north of NE 100th Street and southeast of the station, with 560 park-and-ride spaces for displaced surface park-and-ride spaces. An entrance roadway would provide access to the structures and adjacent mall parking lots.

• Option E1 would be located on the east side of 1st Avenue NE between NE 100th and NE 103rd Streets. A five-story parking structure with approximately 1,000 park-and-ride spaces would be located between the station and the existing transit facility, providing replacement for displaced spaces. Access to the parking structure would be from NE 100th and NE 103rd Streets.


• Option C4 (1st Avenue Option) would be located between NE 100th and NE 103rd Streets and straddle 1st Avenue NE. This elevated station would have entrances at the north and south ends of the station. The station would have a center platform with northbound and southbound tracks on the sides, and a tail track extending to the north. The facility retains travel lanes on 1st Avenue NE and would have a 400 foot long tail track extending north of the station and NE 103rd Street. The station platform and the light rail guideways would be located directly over 1st Avenue NE to reduce the areas needed within Northgate Transit Center property owned by King County Metro, as well as private Northgate Mall property. This option would have the same impacts and replacement as the Preferred Alternative.

Roosevelt Station Option A would generally be similar to the Preferred Alternative, Option A1, described above, however

this option would be sited diagonally between NE 65th and NE 67th Streets. Station entrance would be on the north side of NE 65th Street, near 12th Avenue NE, and at the southeast corner of Roosevelt Way and NE 67th Street. The station includes elevators, escalators, bike storage, and paratransit stops.

Options B and C are elevated options located on the west side of 8th Avenue NE between NE 65th Street and NE Ravenna Boulevard. Option B would have side platforms, which have northbound and southbound tracks in the middle and platforms on the sides. Option C features a center platform with tracks on each side. Alternative A2.1b features Option B, and A2.1c features Option C; as noted above, this also affects the configuration of the elevated facilities to and from the station, but all other characteristics of Options B and C are similar. Station Options B and C could be paired with either Alternative A2.1b or A2.1c.

2.3.6 Segment B Alternatives (University District to Downtown Seattle) As shown in Figure 2-4, there are eight Segment B route alternatives connecting the University District to

downtown Seattle, and all are entirely tunnel routes. Any of the Segment B alternative routes could connect with any of the Segment A alternative routes, and all end with a connection to the Initial Segment in the DSTT. The details of the eight route alternatives overlap considerably, with some alternatives differing only at the north or south ends of the segment or in the station locations and related facilities. The station options for each alternative are listed below and described in more detail in Section 2.3.7.

Segment B Preferred Alternative – Capitol Hill to University of Washington The Segment B Preferred Alternative would serve the University District and Capitol Hill, and it would

include the following three stations: • Brooklyn (Option B – Refined) • University of Washington • Capitol Hill

From the North, the Preferred Alternative would have a station serving the northern University District area with a station at Brooklyn, and extend southeast under the campus to a University of Washington Station at the Montlake Triangle and Husky Stadium. The Preferred Alternative then crosses under the Lake Washington Ship Canal approximately 200 to 300 feet east of the Montlake Bridge and travels southwest and south under 10th Avenue E to the Capitol Hill Station. The route then makes its way westward to a connection with the Initial Segment under Pine Street, east of the DSTT.

Vent facilities would be provided in the vicinity of stations and in a separate structure located at the southwest corner of SR 520/Montlake Interchange, north of E Roanoke Street. The 2003 Draft SEIS identified a previous option (Option C) to house a vent facility and TPSS at this site. However, further design has relocated the TPSS and communication room to the University of Washington Station, and the Preferred vent facility is smaller than Option C.

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Alternative B1.A (First Hill to 15th Avenue NE) This alternative is similar to the original project route selected by Sound Transit in 1999 and examined in

the FEIS. It would serve the University District area, Capitol Hill, and First Hill. This alternative includes the following four stations:

• NE 45th (Option A) • Pacific • Capitol Hill (either Broadway or Nagle options) • First Hill

The route would begin at the NE 45th Station at 15th Avenue NE and extend south under 15th Avenue NE to the Pacific Station. From the Pacific Station, the route would extend beneath Portage Bay and continue under the Portage Bay/Roanoke neighborhoods to 10th Avenue E Depending on which Capitol Hill Station is used, between E Galer and E Republican Streets the route would shift to Broadway (if the Broadway Station is selected) or remain under 10th Avenue E (if the Nagle Station is selected). From the Capitol Hill Station the route would continue southwest to reach the First Hill Station. From the First Hill Station the route would connect to the Initial Segment under Pine Street east of the DSTT.

Vents would be provided in the vicinity of all stations and in a structure south of State Route (SR) 520 between 10th Avenue E and Federal Avenue E TPSSs would be placed within the Pacific Station, within the vent structure south of SR 520, and within the Capitol Hill Station or its adjacent crossover tracks.

Alternative B1.D (First Hill to Montlake) This alternative would serve the University District, Montlake, Capitol Hill, and First Hill, with the

following four stations: • Brooklyn (Option C) or NE 45th (Option B) • Montlake • Capitol Hill (either Broadway or Nagle options) • First Hill

The route would generally begin at NE 45th Street at either a Brooklyn Station or a NE 45th Station and extend southeast under the University of Washington campus to a Montlake Station. Slightly different routes are required to reach the Montlake Station depending on whether a Brooklyn Station or NE 45th Station is used. From the Montlake Station, the route would extend beneath the Lake Washington Canal about 200 to 300 feet east of the Montlake Bridge and continue southwest under the Montlake and Capitol Hill neighborhoods to a station at Capitol Hill (either the Broadway or Nagle options). South of the Capitol Hill Station the route would be the same as described for Alternative B1.A.

Vent facilities would be provided in the vicinity of stations and in a separate structure with two options in the vicinity of 19th Avenue E between E Lynn and E Boyer Streets, and one option south of the SR 520/ Montlake Boulevard interchange. TPSSs would be needed at the Montlake Station, within the Montlake area vent shaft structure, and within the Capitol Hill Station or crossover.

Alternative B1.G (First Hill to West Tunnel) This alternative would serve the University District, Capitol Hill, and First Hill and would have three to

four stations, listed below: • Brooklyn (Options A, B, or C) • Southwest Campus (optional station paired with Brooklyn Options A or B) • Capitol Hill (either Broadway or Nagle options) • First Hill

The route would begin near NE 45th Street at the Brooklyn Station. There are two West Tunnel Station Options. B1.Ga does not include a Southwest Campus Station and B1.Gb does. If the Southwest Campus


Station is not included (B1.Ga), the route would extend under Brooklyn Avenue NE to about NE 42nd Street, and then southwest to cross under Portage Bay 200 to 300 feet east of the University Bridge, continuing to 10th Avenue E north of SR 520. With the option for a Southwest Campus Station (B1.Gb), the route would be under Brooklyn Avenue NE. From the Southwest Campus Station, the route would extend under Portage Bay about 700 feet east of the University Bridge and continue to 10th Avenue E north of SR 520. The remainder of the route would be the same as described for Alternative B1.A (First Hill to 15th Avenue NE).

Vent facilities would be provided in the vicinity of stations and in a structure just south of SR 520 between 10th Avenue E and Federal Avenue E TPSSs would be needed within the Southwest Campus Station (for a route with four stations). If the Southwest Campus Station was not constructed under this alternative, the TPSS would be located within the Brooklyn Station. TPSSs would also be needed within the vent structure just south of SR 520, and also within the Capitol Hill Station or crossover.

Alternative B3.D (Eastlake to Montlake) This alternative would connect the University District, Montlake, Eastlake, and downtown Seattle via the

South Lake Union area to the west of I-5. This alternative includes the following three to four stations: • Brooklyn (Option C or NE 45th Option B) • Montlake • Harrison • Convention Place (optional station)

The route and stations from a NE 45th or Brooklyn Station to the Montlake Station would be the same as Alternative B1.D (First Hill to Montlake). From the Montlake Station, the route would extend south beneath the Lake Washington Ship Canal about 200 to 300 feet east of Montlake Bridge and continue southwest under the Montlake and Capitol Hill neighborhoods to pass under I-5 at Republican and Mercer Streets. The route would extend under Eastlake Avenue E to the Harrison Station. From the Harrison Station, the route would continue under Eastlake Avenue E and Howell Street, with an option to connect to a new Convention Place Station for light rail beneath a rebuilt Convention Place Station bus station. The route would then connect with the Initial Segment of Link in the DSTT.

Vent facilities would be provided in station areas with two options located near 19th Avenue E between E Boyer Avenue and E Lynn Street and one option by Montlake Boulevard/SR 520. TPSSs would be needed within the Montlake Station, within the Montlake area vent shaft structure, and within the Harrison Station.

Alternative B3.G (Eastlake to West Tunnel) This alternative would connect the University District to downtown Seattle via the South Lake Union area

to the west of I-5. This alternative would have the following two to four stations: • Brooklyn (Options A, B, or C) • Southwest Campus (optional station paired with Brooklyn Option A or B) • Harrison • Convention Place (optional station)

In the north section, from the Brooklyn Station to the SR 520 vent shaft, the alternative is similar to Alternative B1.G (First Hill to West Tunnel) both with and without a Southwest Campus station. After crossing under SR 520, the route would turn to the southwest at about E Highland Drive and would pass under I-5. From there the route would be the same as described for Alternative B3.D (Eastlake to Montlake), with a route under Eastlake Avenue E to the Harrison Station and then to Howell Street to either an optional Convention Place light rail station or a direct connection to the Initial Segment.

Vent facilities would be provided in the vicinity of stations, and just south of SR 520, between 10th Avenue E and Federal Avenue E. TPSSs would be needed within the Southwest Campus Station (for a four-station route). If the Southwest Campus Station was not constructed under this alternative, the TPSS would be located within the Brooklyn Station. TPSSs would also be needed within the vent shaft structure just south of SR 520 and within the Harrison Station.


Alternative B4.D (Capitol Hill to Montlake) This alternative would connect the University District, Montlake, Capitol Hill, and downtown Seattle. This

alternative includes the following three stations: • Brooklyn (Option C) or NE 45th (Option B) • Montlake • Capitol Hill (either Broadway or Nagle options)

This alternative would have much the same route and station options as Alternative B1.D (First Hill to Montlake), except that it does not include a First Hill Station and the related First Hill route section. Due to the shorter route length, the alternative also does not require crossover tracks at the Capitol Hill Station options at Broadway or Nagle. From the Capitol Hill Station, the route would extend south and then west to pass under I-5 at Boren Avenue to connect to the Initial Segment in the Downtown Seattle Transit Tunnel. All other physical features of this alternative are the same as Alternative B1.D (First Hill to Montlake).

Alternative B4.G (Capitol Hill to West Tunnel) This alternative would connect the University District, Capitol Hill, and downtown Seattle and would have

the following two to three stations: • Brooklyn (Options A or C) • SW Campus • Capitol Hill (either Broadway or Nagle options)

The route is similar to Alternative B1.G (First Hill to West Tunnel) except that it does not include a First Hill Station and the related First Hill route section. This route also includes the West Tunnel options, either with the Southwest Campus Station (B1.Gb) or without (B1.Ga). From the Capitol Hill Station, the route would extend south and then west to pass under I-5 at Boren Avenue to connect to the Initial Segment under Pine Street in the Downtown Seattle Transit Tunnel. All other features are the same as Alternative B1.G.

2.3.7 Segment B Stations All Segment B stations are underground. However, the depth of the station and its location in the corridor

are factors in the construction technique anticipated, which would be either mining or cut-and-cover excavation. Table 2-3 briefly summarizes the options, construction techniques anticipated, and applicable alternatives.

Table 2-3 Key Characteristics of Segment B Station Options

Station Options Key Characteristics Applicable Alternatives NE 45th Option A Deep mined station at NE 45th and 15th Avenue NE B1.A (First Hill to 15th Avenue NE) Option B Cut-and-cover station at NE 45th and 15th Avenue NE Montlake routes: B1.D, B3.D, B4.D Brooklyn Option A Cut-and-cover station north of NE 45th at Brooklyn

Avenue NE West tunnel routes with or without Southwest Campus station: B1.Gb, B3.Gb, B4.Gb


Cut-and-cover station south of NE 45th at Brooklyn Avenue NE


Option B Cut-and-cover station south of NE 45th at Brooklyn Avenue NE

B1.G, B3.G

Option C Cut-and-cover station north of NE 45th at Brooklyn Avenue NE

West tunnel routes without Southwest Campus station: B1.Ga, B3.Ga, B4.Ga

Option D Cut-and-cover station south of NE 45th Street at Brooklyn Avenue NE.

Variation of Preferred Alternative

Montlake/Rainier Vista

none Cut-and-cover station northwest of Montlake and Pacific intersection

Montlake routes: B1.D, B3.D, B4.D

University of Washington


Cut-and-cover station at southwest corner of Husky Stadium


Table 2-3 Key Characteristics of Segment B Station Options (continued)


Station Options Key Characteristics Applicable Alternatives Southwest Campus Optional

station Cut-and-cover station at Brooklyn Avenue NE/NE 40th Street

West tunnel routes with Southwest Campus station: B1.Gb, B3.Gb, B4.Gb

Pacific none Mined station at Pacific Street and 15th Avenue NE B1.A (First Hill to 15th Avenue NE) Harrison none Cut-and-cover station at Eastlake Avenue and Harrison

Street and a pedestrian bridge over I-5 Eastlake routes: B3.D, B3.G

Capitol Hill Preferred Alternative

Cut-and-cover station between Broadway and Nagle Avenues, and south of John Street


Broadway Cut-and-cover station near Denny Street and under Broadway

First Hill routes: B1.A, B1.D, B1.G Capitol Hill routes: B4.D, B4.G

Nagle Cut-and-cover station near Denny Street and under Nagle

First Hill routes: B1.A, B1.D, B1.G Capitol Hill routes: B4.D, B4.G

First Hill none Mined station at E Madison Street/Boylston Avenue First Hill routes: B1.A, B1.D, B1.G Convention Place none Cut-and-cover rail station with rebuilt bus station above Eastlake routes: B3.D, B3.G

Depending on the length of the route and the number of stations, some stations include traction power and crossover facilities, which are often placed adjacent to stations to reduce construction costs. As noted in the discussion of alternatives, all of the stations feature vent facilities, which may be located at station entrances or emergency exit stairs or within the crossover facility. All of the stations feature bicycle storage and other passenger amenities. Figure 2-3 provides typical views of tunnel stations and provides a general perspective of the scale of features—such as vents —that are incorporated within the station design. Conceptual design drawings in Appendix J illustrate the station setting and the location of entrances, vents, TPSSs, elevators, stairs, and other facilities and also indicate the preliminary bus circulation and locations of bus zones near the stations. Deep-mined stations have high-speed elevator access only (and emergency stairs).

Preferred Alternative Stations

Brooklyn Station – Preferred Alternative The Brooklyn Station for the Preferred Alternative is station Option B evaluated in the 2003 Draft SEIS.

The underground station would be located south of NE 45th Street at Brooklyn Avenue NE, with entrances on NE 45th Street and NE 43rd Street. The north entrance is on NE 45th Street, west of Brooklyn Avenue NE, within a plaza area north of the Safeco tower. The south entrance is north of NE 43rd Street, east of Brooklyn Avenue NE. There would be elevators, escalators, and stairs from the entrances to the platform, which would be about 80 feet below ground. The above-ground station facilities would include ventilation and emergency stairs. Bike storage would be provided, primarily at the NE 43rd Street entrance.

University of Washington Station – Preferred Alternative The underground University of Washington Station would be located at the southwest corner of Husky

Stadium, east of Montlake Boulevard and Pacific Street. The station is similar to Option B evaluated in the Modified Montlake Route Addendum. One entrance would be by the stadium east of Montlake Boulevard. A second entrance would be west of Montlake Boulevard, near NE Pacific Place, with a pedestrian walkway tunnel under Montlake Boulevard. There is an option for an extended tunnel or overhead walkway to an optional entrance north of NE Pacific Place and the Burke-Gilman Trail. Grade separated pedestrian access across Montlake Boulevard and NE Pacific Place could also be accommodated with an elevated overpass instead of tunnels. There would be elevators, escalators, and stairs from the entrances to the station platform, which would be about 110 feet below ground. The above-ground station facilities would include ventilation and emergency stairs. Bike storage would be provided, including a covered bike storage area (or “barn”) for about 134 bikes. Crossover tracks would be built to the south of the station platform, and a third storage track would be included west of the platform. The station would be constructed using cut-and-cover techniques, excavating from the surface, requiring use of Stadium area parking lots.

Capitol Hill Station – Preferred Alternative The underground Capitol Hill Station is located between Broadway and Nagle Avenues, south of John

Street, with two entrances on the east side of Broadway, and a potential third entrance on the west side of Broadway. Elevators and escalators would carry passengers from the entrances to the station platform 90 feet


below ground. In addition to housing the entrances, the above-ground station buildings would also include ventilation and emergency stairs. There would be bike shelter areas for bike storage, with the main area at the Denny Street entrance. The station would be constructed using cut-and-cover techniques, excavating from the surface.

Other Station Options

NE 45th Station The NE 45th Station has two options (A and B), both located underground between 15th Avenue NE and

the Burke Museum. For either option, the station would extend from a north entrance in the southeast corner of the intersection of NE 45th Street and 15th Avenue NE to a south entrance on the east side of 15th Avenue NE at NE 43rd Street. Bicycle storage would be primarily at the north entrance. Option A would be deep mined 180 to 200 feet deep and Option B would be constructed with cut and cover methods and is 90 to 110 feet below ground.

Brooklyn Station Option A and Option C for Brooklyn Station would feature a north entrance at the southwest corner of the

intersection of NE 47th Street and Brooklyn Avenue NE and a south entrance at the northeast corner of NE 45th Street and Brooklyn Avenue NE. Option A would be about 115 feet below ground, and Option C would be about 110 feet below ground. Bike storage for Options A and C would be primarily at the NE 47th Street entrance. Option B would be similar to the Preferred Alternative, and would be about 120 feet below ground, with entrances on the southwest corner of NE 45th Street and NE Brooklyn Avenue NE, and on the northeast corner of NE 43rd Street and Brooklyn Avenue NE. Option D, which would be about 80 feet below ground, would be similar to the Preferred Alternative and would extend from a north entrance at the southwest corner of the intersection of NE 45th Street and Brooklyn Avenue NE to a south entrance in the southwest corner of NE 43rd Street and Brooklyn Avenue NE.

Montlake/Rainier Vista Station The Montlake Station would be located 40 to 60 feet beneath Rainier Vista on the University of

Washington campus, north of NE Pacific Place and the Triangle Parking Garage. A north entrance would be on the south side of Stevens Way and a south entrance would be located between NE Pacific Place and the Burke-Gilman Trail. An alternate location for the north station entrance would be on the east side of Rainier Vista south of Stevens Way. An alternative location for the south entrance would be west of Rainier Vista between Pacific Place and the Burke-Gilman Trail. Bicycle storage would be located close to the south station entrance near the Burke-Gilman Trail.

Southwest Campus Station The Southwest Campus Station would be located 50 to 60 feet beneath Brooklyn Avenue NE at NE 40th

Street with a south entrance on the east side of Brooklyn Avenue NE between NE Pacific Street and the Burke-Gilman Trail. The north entrance would be located at 40th Street NE and Brooklyn Avenue NE. Bicycle storage would be located near the south station entrance. This station is optional for the West Tunnel routes.

Pacific Station The Pacific Station would be located 90 to 110 feet beneath NE Pacific Street and the south portion of the

block north of NE Pacific Street between University Way NE and 15th Avenue NE. A north entrance would be on the west side of 15th Avenue NE about midway between NE 40th and NE Pacific Streets, and a south entrance would be at the intersection of NE Pacific Street and 15th Avenue NE. Bicycle storage facilities would primarily be in the northeast corner of the intersection of NE Pacific Street and University Way NE.

Capitol Hill Station The Broadway Option for the Capitol Hill Station would be located about 120 feet beneath Broadway with

a north entrance at the southwest corner of the intersection of E John Street and Broadway, and a south entrance on the west side of Broadway between E Denny Way and E Howell Street.

The Nagle Option for the Capitol Hill Station would be about 90 feet under Nagle Place, at E Denny Way between Broadway and 10th Avenue E. A north entrance would be at the southeast corner of the intersection


of E John Street and Broadway, and a south entrance would be on the east side of Broadway between E Denny Way and E Howell Street. An optional second south station entrance would be located at the northwest corner of the intersection of E Howell Street and Broadway. When paired with longer route alternatives, such as the First Hill route, crossover tracks are required south of the station.

Harrison Station The Harrison Station would be located 50 feet beneath Eastlake Avenue E with a north entrance at the

southwest corner of Republican Street and Eastlake Avenue E and a south entrance in the southwest corner of Harrison Street and Eastlake Avenue E Bicycle storage would be provided near both entrances.

The station would also include a pedestrian bridge extending over I-5 to provide pedestrian access to the station for areas east of I-5. The west end of the bridge would be a 100-foot to 150-foot tower containing stairs and high-speed elevators. The tower would be located over the north station entrance at Republican and Eastlake. The lower bridge option would extend east 360 feet from the tower across I-5 to the west side of Melrose Avenue E, and the higher bridge option would extend 520 feet to the alley between Bellevue and Melrose avenues. Although the design for the bridge remains conceptual, potential bridge types include cable-stayed and arch. With the lower bridge option, a funicular, or hill-side cable railway, would connect the bridge to an entry plaza located on the west side of the alley between Bellevue and Melrose avenues.

First Hill Station The First Hill Station would be over 200 feet underground along the north side of E Madison Street,

between Boylston and Summit Avenues, with two entrances from Madison. In addition to the entrances, the above ground building would incorporate ventilation, equipment rooms, and emergency stairs that were previously underground in the 2003 Draft SEIS design. Four high-speed elevators at each entrance would carry passengers from the surface to a station platform approximately 215 feet below ground. Bike storage would be provided at both entrances. The station would be constructed using mining techniques, with two shafts mined from the surface to reach the tunnels and the station below.

Convention Place Station A new rail-only Convention Place Station would be built beneath the existing Convention Place DSTT

bus-only station, requiring complete reconstruction of the existing bus station. The platforms would be 40 to 60 feet below ground. The station’s north entrance would be at the south corner of the intersection of Howell Street and Boren Avenue with a south entrance at the north corner of the intersection of 9th Avenue and Pine Street adjacent to the existing entrance to the bus tunnel. The north station entrance at Howell and Boren would include bicycle facilities. The Convention Place Station is optional, and is available only for alternatives with an Eastlake route. If a light rail station is not provided for an Eastlake route, the existing bus station would still need to be reconstructed.

2.3.8 Potential Termini and Deferred Stations North Link could be constructed and operated in one phase (moving from south to north) or in two or more

phases within the two segments, depending on the availability of funding. The Sound Transit Board has identified “University Link” in this Final SEIS as the preferred initial phase of implementation; this would complete the project from downtown Seattle to the University District, with a station at Capitol Hill and an interim terminus station at the University of Washington, near Husky Stadium. The potential environmental impacts of the interim termini are evaluated in the SEIS as if each station could be constructed and operated as a terminus station. Stations that could serve as an interim terminus for the Preferred Alternative until or unless the system is extended further north are:

• Roosevelt Station • Brooklyn Station • University of Washington (preferred initial phase) • Capitol Hill Station

For other alternatives, the stations that could serve as interim termini are: • Roosevelt (Options A, B, or C)


• NE 45th (Options A or B) • Brooklyn (Options A, B, or C) • Southwest Campus • Pacific • Montlake • Harrison • Capitol Hill (Nagle or Broadway)

Stations that could be partially constructed (station shell only) or deferred are: • Roosevelt (Options A1, A, B, or C) • NE 45th or Brooklyn (All Options) • First Hill

A station serving as an interim terminus could require a crossover and/or tail tracks to allow storage and turnback of trains and to facilitate future extensions. An interim terminus that ends in a tunnel could also require additional areas for tunnel boring machine (TBM) removal and construction staging at a future time. In some cases, the selection of a terminus station could also result in different requirements for crossover tracks or other facilities elsewhere along the route.

For the Preferred Alternative, the additional facilities needed for an interim terminus are:

• Capitol Hill Station. A route ending at the Capitol Hill Station would require additional cut-and-cover construction for crossover tracks to the south and staging areas for mining tail tracks and future TBM removal to the north of the station. This would be in addition to the areas needed to build the station alone.

• University of Washington Station. The only additional features at this station would be a TBM retrieval shaft constructed north of the station.

• Brooklyn Station. If the route ended at the Brooklyn Station Preferred Alternative, construction would affect areas north of NE 45th Street to provide a tail track, vent facility and for future TBM removal. For Brooklyn station Option D, the construction areas would also extend to the north of NE 45th. For Brooklyn station Option C1 as an interim terminus, the construction areas would extend to the north of NE 47th Street.

• Roosevelt Station. With the Preferred Alternative route ending at the Roosevelt Station, the system would require crossover tracks and a ventilation facility immediately north of the Brooklyn Station north of NE 45th Street. It is assumed the tunnel north of the Roosevelt Station would be completed to the portal and would provide a tail track for the station.

Interim termini at stations other than the Preferred Alternative would also require additional areas for construction staging and operations, similar to those described above. For example, an 8th Avenue station for Alternatives A2.1b or A2.1c would require cross-over tracks to the south of the station above Ravenna Boulevard.

2.4 CAPITAL EQUIPMENT AND OPERATIONS

2.4.1 Traction Power Substations and Remote Vents As noted in the individual descriptions, vents and TPSSs would be located at stations, portals, and some

separate structures. Vent structures are used to provide emergency ventilation and access. The station or crossover area vents

are typically smaller than the vents in separate structures, and are often located adjacent to station entrances. A vent along the route would require an approximately 22-foot-diameter shaft extending from the surface down to the light rail tunnel. The surface building enclosing the vent would include an exhaust and intake in the roof,


a fan room, and space for electrical and communications equipment. Appendix J includes conceptual design drawings of the remote vent and TPSS structures proposed along the route alternatives. Emergency ventilation systems are tested periodically during operation but are not otherwise used for normal operations. Other ongoing maintenance activities and inspections also would occur at the site.

The light rail system would be electrically powered using an overhead catenary (contact wire). The power to the catenary is fed from an electrical TPSS, about 650 square feet in size. Substations would be incorporated within the elevated or tunnel stations or located at-grade within or adjacent to the right-of-way. The substations would be built a minimum of one and a half miles apart, although some operational scenarios could require fewer substations. The power supply would be provided by overhead lines along the tracks, except in tunnel sections where the power supply would attach to the ceiling. Appendix J includes conceptual design drawings that include the TPSSs proposed along the route alternatives. Although the conceptual designs provide mostly functional depictions, the facilities would have landscaping, screening and other design elements.

The stand-alone vent facility and/or TPSS structures are described briefly below.

NE 85th Street and NE 100th Street TPSS (for Preferred Alternative and all Segment A Alternatives) The TPSS facility would be located on the east side of I-5 just south of the 1st Avenue S/NE 85th Street

intersection. A parking/access area would be constructed from NE 85th Street. The facility footprint would be about 800 square feet and include a 1-story structure. A similar TPSS facility would also be located east of I-5 south of NE 100th Street for the Preferred Alternative and Alternative A2.1c.

East and West Portal Vent Structures (for Alternatives A2.1b and A2.1c) Alternatives A2.1b and A2.1c have vent structures near the 8th Avenue NE Portal. The A2.1b structure

would be about 2,700 square feet and be located on the east side of I-5 between NE 59th and NE 60th Streets. The A2.1c structure would be about 3,600 square feet and be located further east, on the northwest corner of the 8th Avenue/59th Street intersection. Both structures would require a parking/access area.

Montlake Route Vent Facility/TPSS (for Preferred Alternative and Alternatives B1.D, B3.D, and B4.D) The Preferred Alternative vent would be located at the southwest corner of SR 520/Montlake Interchange,

north of E Roanoke Street. The proposed design avoids displacement of the Hop-In Market building, but requires additional staging in a parcel to the north. Some of the equipment rooms have been moved underground and the TPSS and communications room have been relocated to the University of Washington Station. There are three other options for a vent/TPSS to serve Montlake routes:

• Option A: south side of E Lynn Street at 19th Avenue E. • Option B: southwest side of Boyer Avenue E between 19th Avenue E and 20th Avenue E. • Option C: north of E Roanoke Street, southwest of the SR 520/Montlake Interchange

For these other options, the Montlake route vent facility would be a one- to two-story structure with a portion of the structure below grade. The facility footprint would be about 3,000 square feet, but requires about 5,200 of building area, with portions of the building underground. Access would be provided from the adjoining street network. Landscaping and screening would be incorporated into the design.

SR 520 Vent Facility/TPSS (for Alternatives B1.A, B1.G, B3.G, and B4.G) The vent facility/TPSS would extend between 10th Avenue E and Federal Avenue E at the top of the slope

on the south side of SR 520. A short road to provide access to the facility would be constructed from the north end of Federal Avenue E. The facility footprint would be about 6,000 square feet.

2.4.2 Crossovers and Tail Tracks Crossover tracks allow trains to safely pass from one set of tracks to the other during track maintenance, to

bypass a stalled train, to turn to the opposite direction, or to operate in the event of emergencies. Crossover tracks could be constructed at the following locations:

• Preferred Alternative (A1.1), A2.1b, and A2.1c: south of the Northgate Station • Preferred Alternative Segment B: south of University of Washington Station; south of Capitol Hill

station only if it is an interim terminus


• Alternative B1.A: south of NE 45th Station; Capitol Hill Station (north of station if Broadway Option, south of station if Nagle Option)

• Alternative B1.D: north of University of Washington (Rainier Vista); Capitol Hill Station (north of station if Broadway Option, south of station if Nagle Option)

• Alternative B1.G: Brooklyn (south of station with Option C, north of station with Option B, or north of Southwest Campus Station with Option A/two station option); Capitol Hill Station (north of station if Broadway Option, south of station if Nagle Option)

• Alternative B3.D: north of Montlake Station; south of Harrison Station • Alternative B3.G: Brooklyn (south of station with Option C, north of station with Option B, or north

of Southwest Campus Station with two station option/Option A); south of Harrison Station • Alternative B4.D: north of Montlake Station • Alternative B4.G: Brooklyn Station (south of the station with Option C, or north of Southwest

Campus Station with Option A/two station option). Tail tracks often extend north of a terminus station, and typically provide a continuation of northbound and

southbound tracks for storage and turnaround. Tail tracks are proposed north of the Northgate Station for the Preferred Alternative, and would extend over NE 103rd Street into Northgate Mall parking areas. The other Northgate Station alternatives also would have tail tracks extending north of the station onto Mall property or as in the case of Option C4, above 1st Avenue NE.

2.4.3 Maintenance Base As part of the Initial Segment of the Central Link project, a maintenance and operations base is being

constructed at the former site of the Rainier Brewery between S Forest Street, Airport Way S, south of S Hinds Street and Seventh Avenue S. The maximum projected fleet size for any North Link alternative would not exceed the capacity of the operations and maintenance facility being constructed for the Initial Segment. North Link would require construction of track and maintenance-of-way facilities within the maintenance base site, but this would remain consistent with the characteristics of the base as considered in previous environmental documents.

2.4.4 Vehicles and Operations The Central Link light rail system would provide frequent, convenient, and reliable service from Northgate

in North Seattle to S 200th Street in SeaTac. Trains will be in service for 20 hours daily. The Initial Segment will require about 35 vehicles. North Link would increase the Central Link light rail fleet requirements, which could be up to approximately 100 vehicles. If only University Link is constructed, about 30 additional vehicles would be required. However, the specific number of vehicles required depends on the opening day operating plan, length of the project constructed, and the alternative selected. Conventional low-floor light rail vehicles would be used to provide level boarding for all passengers, and would be easily accessible by people with disabilities. Trains would operate with up to four cars during peak periods and fewer cars during off-peak times.

Appendix L describes the operating plan assumed for the evaluation of alternatives. The operating plan at system opening (approximately 2015) would have peak period trains operating every 6 minutes from Northgate to S 200th Street; mid-day, evening, and early-late service levels would be less frequent at 15 minutes. The operating plan for 2030 would have peak period trains every 5 minutes north of the Rainier Beach/S Henderson Station, and every 10 minutes to the south, with lower frequencies at other times.

2.4.5 Downtown Seattle Transit Tunnel As described for each Segment B alternative above, North Link will connect with the Initial Segment east

of the DSTT. As part of the Initial Segment, the DSTT is being modified to allow joint bus and rail operations. If the northern North Link terminus is in Roosevelt, Capitol Hill or the University District, the DSTT would continue to operate with joint bus and rail operation. When the system is built to Northgate, the DSTT may convert to rail-only operations, as discussed in the 1999 FEIS. In either case, the level of bus operations and the timing of conversion to rail-only use would be determined by King County Metro, and Convention Place


could be either a bus-only station, a joint bus and rail station, or it could be eliminated. The DSTT operations are discussed in more detail in Chapter 3.

2.5 ROUTE AND STATION PLANNING AND DEVELOPMENT

The following transit-related planning and development activities are not defined as part of the North Link project, but are supported by Sound Transit policies.

2.5.1 Joint Development Joint development projects would involve the development of rail stations with other facilities that may be

above, below, or directly adjacent to the station. The station and the other facilities may share common entrances or structures, and they may be jointly designed or constructed. Joint development project financing often involves cost sharing and land or lease-sharing arrangements. The joint development opportunities may help reduce project costs, provide new revenue streams, enhance station access, and gain additional public amenities. Land acquired for project construction, but that is not needed after construction is complete, can provide opportunities for joint development. Most of the North Link tunnel stations would have joint development potential near the entrances, and the Northgate parking structures could be part of a joint development.

2.5.2 Transit-Oriented Development Transit-Oriented Developments (TODs) are commercial, housing, retail, and mixed-use projects with

designs that support ridership on transit systems. Development around stations is often a mix of commercial, retail, community services, and housing, and features pedestrian-supportive amenities. In April 1998, Sound Transit adopted agency-wide policies to support transit-oriented development. TOD projects are currently being planned by King County Metro at Northgate and Convention Place Stations.

2.5.3 Non-Motorized Access Many riders are expected to walk or ride bicycles to travel to and from Sound Transit facilities. Sound

Transit has been working with the City of Seattle and neighborhood groups to determine appropriate pedestrian and bicycle improvements within a one-half-mile radius of stations. Where appropriate, streets that would be reconstructed as part of building the light rail system may include pedestrian and bicycle facilities consistent with the adopted policies of the local jurisdictions. Sound Transit facilities would be designed to provide ample space for pedestrian volumes and for maneuvering bicycles in and through stations and onto vehicles. A mix of storage lockers and racks at stations would allow users of the system to safely store their bicycles. The operating plan assumes that bicycles would be accommodated on light rail vehicles at all times. The proposed storage facilities for each station are described in Chapter 3.

2.6 ENVIRONMENTAL COMMITMENTS

Sound Transit is committed to satisfying all applicable federal, state, and local environmental regulations, and to apply the mitigation measures in the federal Record of Decision to reduce significant adverse effects attributable to the North Link Project. The Final SEIS identifies potential measures to mitigate the significant impacts of the project alternatives within Sections 3 and 4, by topic area. Appendix M describes Sound Transit’s mitigation plan for the Preferred Alternative. For all other alternatives, mitigation measures are identified along with other potential measures that would reduce or eliminate impacts.

Mitigation commitments would be refined and finalized through final design and permitting. The Federal Transit Administration Record of Decision (ROD), which would be issued after the Final SEIS, would include a list of committed mitigation measures for the selected project. Sound Transit will continue to work with agencies with jurisdiction and other interested parties to develop the specifics of the mitigation commitments.

In 2000, Sound Transit and the University of Washington signed a Memorandum of Agreement (2000 MOA) that is based on the original [Central Link] light rail project selected by Sound Transit in 1999. Sound Transit and the University recognize that the ultimate project plans and designs for North Link may be


different than contemplated in the 2000 MOA. They also recognize that the project will gain more precision with time and additional design, and that one or more subsequent agreements will be necessary to implement the 2000 MOA. The first of these will be an agreement that is specific to the project to be built, as selected by the Sound Transit Board after issuance of the North Link Final SEIS. The 2000 MOA includes a Design and Mitigation Plan approval process that provides for review and approval of the light rail design and detailed mitigation plans by the University of Washington.

2.7 PROJECTED LIGHT RAIL RIDERSHIP

Projected ridership for North Link, a factor that determines many system design decisions, is very high compared to many light rail systems. The system would connect two of the region’s largest employment centers, downtown Seattle and the University District. Light rail would also serve many major institutions and dense residential neighborhoods. With the Preferred Alternative, total Central Link light rail boardings would be 111,000 in 2015, and 159,500 in 2030. For other alternatives, the ridership forecast for the full length Central Link light rail system is approximately 92,000 to 119,000 daily boardings in the year 2015 and 129,000 to 170,000 in 2030, with North Link contributing 52,500 to 79,500 daily boardings in 2015 and 73,000 to 113,500 in 2030. University Link would have 47,500 daily boardings in 2015 and 69,000 daily boardings in 2030. A separate ridership forecast of University Link was prepared to support the New Starts funding request with FTA using slightly different assumptions. It showed that University Link ridership is predicted to be 70,000 boardings in 2030. These forecasts are based on the operating plan shown in Appendix L. Projected daily boardings for the system and by segment, station, and terminus appear in Tables 3.2-10 through 3.2-12 in Chapter 3, Transportation Impacts and Mitigation section.

2.8 CONSTRUCTION ACTIVITIES

Section 4.17, Construction Impacts, includes a detailed review of proposed construction activities for each alternative. The primary issues examined in the impact analysis include the types of construction activities, the general areas where construction staging would occur, and the duration of construction of the project alternatives.

Sound Transit plans to begin North Link construction in 2008/2009, with system opening in 2015/2016. Under this schedule, construction would take about 7 years. The duration of construction would vary depending on the length of the initial North Link project and how it is staged; however, it is expected to vary little between alternatives since they are of similar length and complexity. The length of construction at individual sites would likely be for this full duration at some locations but depends on project staging and on construction methods and constraints. Activities would be most intense in the initial years of construction, with later years involving station and tunnel finishing, systems installation, and testing. A Segment B route would be constructed first, followed by a Segment A route. It is possible that the two segments could be constructed together if funding permits. During the project’s final design phase, the construction plan would be further refined, including more detail on construction phasing and staging, scheduling, and duration.

Station areas would typically be the locations with the highest intensity of construction activities, particularly for tunnel routes. Most below-grade stations would be excavated using cut-and-cover techniques, which may require temporary decking of streets. Stations with adjacent crossover tracks would require larger areas of excavation and related cut-and-cover activities. Deep stations would be mined. In addition to the station sites, surface construction along the route is expected in Segment A at vent shafts, tunnel portals and for the elevated and retained/cut-and-fill and cut-and-cover sections. Surface construction in Segment B would occur at vent facilities. With the Eastlake alternatives (B3.D-Eastlake to Montlake and B3.G-Eastlake to West Tunnel) construction areas also include from DSTT to Eastlake Station, along Eastlake Avenue, Howell Street, and Pine Street where cut-and-cover tunneling techniques may be used. The Eastlake routes also involve construction of a pedestrian bridge over I-5 at the Harrison Station, which could require surface construction. The Preferred Alternative in Segment B and the other First Hill and Capitol Hill routes could have Pine Street cut-and-cover tunnel activities to extend light rail from the stub tunnel of the Initial Segment. All alternatives would involve temporary road closures, temporary use of some properties adjacent to the staging sites, hauling of spoils and excavated materials, delivery of concrete and other materials, and the use of heavy equipment.


2.9 EVALUATION AND SELECTION PROCESS

The Link light rail alternatives evaluated in this SEIS result from more than two decades of federal, state, and regional legislation, planning, and community participation. This planning process considered a wide range of potential land use and transportation options, including numerous high-capacity transit corridors, technologies, and operating strategies. To determine which options best serve the needs of the region, screening and evaluation have taken place at several levels. This section provides a brief history of the different evaluation processes and major milestones leading to the development of the alternatives presented in the 1999 FEIS and this Final SEIS. The 1999 FEIS provides more detail on Central Link alternatives development.

2.9.1 Early Planning The first rail transit system proposed for Seattle in recent history involved a bus/rail plan with 47 miles of

heavy rail rapid transit and 32 stations. The plan was placed before the voters in 1968 and again in 1970, but failed to receive the necessary 60 percent approval for the associated property tax levy. Later, in 1981, a Light Rail Feasibility Study for the Puget Sound Council of Governments concluded that regional rail transit was feasible and warranted detailed assessment. Several studies followed, including the Metro 2000 High Capacity Transit Study (1990-91). It re-screened all previous routes for both bus-ways and light rail lines in the central corridor and recommended I-5/First Hill/Capitol Hill for further study in the north, Rainier Valley and/or Duwamish to SeaTac for further study in the south, and I-90 for further study in the east.

2.9.2 Transportation and Rail Technology Alternatives In 1990, PSRC adopted the Vision 2020 Growth and Transportation Strategy for the Central Puget Sound

Region. Vision 2020 emphasized transit over highways and major/multiple transportation centers approach. Also in 1990, a comprehensive study of potential rapid transit technologies was completed. After evaluating various alternative and conventional technologies, light rail was recommended as the preferred technology for a central high-capacity transit corridor. In May 1993, the Regional Transit System Plan identified rail and transportation system management as the Preferred Alternative. The Central Corridor Project Justification Report, issued in 1993, described the rationale for selecting the central corridor as the first potential federally funded rapid rail segment and provided justification for initiating preliminary engineering and environmental analysis. The next year, the Central Puget Sound Regional Transit Authority (RTA) was formed with a board of local elected officials overseeing the agency. The RTA placed a scaled-down plan on the ballot that was turned down by regional voters in 1995. Through extensive public outreach and guidance by civic leaders, the RTA reconfigured and scaled-down the plan further into a 10-year plan called Sound Move. Financing for Sound Move was put before the voters in 1996 and approved. The then required federal Major Investment Study was completed and approved in 1997, which cleared the way for detailed environmental review.

2.9.3 Central Link FEIS and the North Link SEIS In 1997, Sound Transit was chosen as the popular name for the RTA, and Link was chosen as the name for

the light rail system. The Central Link corridor was divided into six segments to facilitate environmental analysis and community participation. After the FTA issued its notice of intent to publish an EIS and Sound Transit issued a determination of significance and scoping notice, Sound Transit conducted public outreach by distributing a scoping summary report, holding open houses, and taking comments. Criteria were developed for evaluating and narrowing down the list of alternatives. In May 1998, the Sound Transit Board approved the route and station location alternatives for study in the EIS.

The Central Link FEIS, published November 1999, culminated nearly 2 years of public review of the Central Link project alternatives and their environmental impacts. This process is detailed in the 1999 FEIS. On November 18, 1999, the Sound Transit Board selected the route, profiles, station locations, and maintenance base site to be built for the Central Link light rail project from NE 45th Street in the University District to S 200th Street at the Sea-Tac Airport. Sound Transit selected the Capitol Hill/Portage Bay tunnel route as the preferred route for Segment B of the light rail corridor that is now being reexamined. Final project route and station locations were not selected for the segment from NE 45th Street north to Northgate. The FTA issued a Record of Decision on the project in January 2000.


Since then, Sound Transit has reexamined the project several times. In April 2001, FTA and Sound Transit commenced a Northgate SEIS to evaluate routes between NE 45th Street and Northgate. However, efforts on that SEIS were put on hold following the identification of increased costs for the project route in Segment B. The alternative evaluation for Segment A from the Northgate SEIS is incorporated into the current SEIS. Sound Transit also published a NE 45th Station, Capitol Hill Station and North Duwamish Maintenance Base Alternatives Draft Environmental Assessment in August 1999. The assessment of NE 45th and Capitol Hill Stations in the EA has been updated and incorporated into this SEIS.

On November 29, 2001, the Sound Transit Board adopted the 14-mile preferred Initial Segment to be constructed and operated for the Central Link light rail project from the transit tunnel in downtown Seattle to S 154th Street near the airport. This represents the first portion of Central Link to be built and operated. The environmental documents related to the Initial Segment are a SEPA addendum (Sound Transit October 2001), the Tukwila Freeway Route EIS, an Environmental Assessment (Sound Transit/FTA March 2002), and an Amended Record of Decision on the Initial Segment (FTA 2002). Construction on the Initial Segment will continue until 2009, when the segment opens for passenger service. Airport Link, which will provide light rail service directly to the SeaTac airport, will begin construction in 2007 and begin service in late 2009. The Airport Link Environmental Assessment was published in May 2005.

The Sound Transit Board remains committed to building the entire Central Link light rail project from SeaTac to Northgate. In September 2001, the Board directed staff to complete an SEIS and design effort to analyze alternative routes to the north of the Initial Segment rail terminus in the DSTT.

The scoping process for this SEIS started in October 2001 and involved distributing a scoping information report, conducting one agency and two public scoping meetings, mailing project brochures, and making presentations to community organizations. The public and agency comments received through these efforts were summarized in a Scoping Summary Report issued in January 2002. On February 14, 2002, the Sound Transit Board used the information gathered from the scoping process, station design workshops, environmental screening process, and engineering design work to identify the alternatives to assess in an SEIS. On May 23, 2002, after further design analysis and station design workshops held in the University District, South Lake Union, and Capitol Hill, the Sound Transit Board modified the alternatives to include in the SEIS.

The environmental process has continued with the issuance of the 2003 Draft SEIS, the Modified Montlake Route Addendum, and the 2005 Draft SEIS, all of which have included public comment periods, open houses and public meetings. Additional detail on the public outreach process is provided in Appendix B, and the time and dates for the previous environmental documents and their public comment periods is provided in the project fact sheet.

2.9.4 Alternatives No Longer Considered Many of the North Link alternatives were established through the alternatives development and evaluation

process leading up to and through the Central Link light rail project, as documented in the 1999 FEIS. Following the publication of the 1999 FEIS, the Sound Transit Board committed to working with the community to review alignments and station location alternatives in Segment A. With later increases in the projected costs for the original project route in Segment B, the Sound Transit Board expanded the review of North Link alternatives to include Segment B routes. The continued project scoping and public involvement efforts conducted in support of the development, evaluation, and screening of Segment A and Segment B alternatives are described in detail in Appendix B (Public Involvement). These efforts include open houses, community presentations, and information provided in a range of media from 2000 through the publication of this SEIS.

Segment A In July 2000, the Sound Transit Board identified two alternatives for continued study: Alternative A.1.1

(12th Avenue NE) and Alternative A2.1 (8th Avenue NE West Portal), which form the basis for the Segment A alternatives now considered in this SEIS. A second A2.1 alternative was added (8th Avenue NE East Portal) after WSDOT identified the need to preserve right-of-way on the east side of I-5 for potential future freeway expansion. The other Segment A alternatives previously evaluated in the 1999 FEIS that are no longer considered based on the cost, environmental, and ridership findings presented in the 1999 FEIS and in consideration of public comments made to the Board are:


• Roosevelt Way NE Tunnel (A1.2 from 1999 FEIS) – This alternative would be more expensive, have elevator only access to the Roosevelt Station, impact a community center during construction, and had less community and City of Seattle support than the 12th Avenue NE tunnel (Alternative A1.1) that has been carried forward.

• 8th Avenue NE Short Elevated (A2.1a from 1999 FEIS) – This alternative evolved into Alternatives A2.1b and A2.1c. The short bored tunnel in this alternative was dropped in favor of a primarily retained cut design near the freeway that eliminates potential vibration impacts and is less expensive.

• 8th Avenue NE Elevated (A2.2 from 1999 FEIS) – This alternative was dropped because the elevated section over Lake City Way had visual impacts to residents and a park resulting in low community support, and the retained cut in Alternatives A2.1b and A2.1c was slightly less expensive than the flyover.

Segment B The alternatives considered for Segment B are also shaped by the overall Central Link light rail project

and the 1999 FEIS, with additional technical analysis and public outreach beginning in 2001. As described, a North Link alternatives scoping and screening process was conducted, incorporating information from engineering design development, environmental analysis, and public scoping. The alternatives were evaluated based on a combination of cost, ridership, construction, engineering, operation, and environmental factors, and the results were presented to the Sound Transit Board. Through its actions in January, February, and May 2002, the Sound Transit Board identified the alternatives to be considered in this SEIS. The results are provided in a series of briefing reports to the Sound Transit Board (North Link Light Rail Alternatives and Recommendations for Further Study, Sound Transit 2002). The following Segment B alternatives and options were eliminated principally due to higher costs, higher environmental impacts, lower ridership, or higher engineering and construction risks, compared to the original project:

• Capitol Hill Tunnel with Roy/Aloha and Convention Place Station (B1.b from 1999 FEIS). Slower travel time and lower ridership than other alternatives, higher cost due to constructing a rail station at CPS and other factors, greater potential for second closure of DSTT, higher costs because of required crossover tracks on Capitol Hill, more difficult construction under I-5, and construction staging and impacts issues.

• Seattle Center route with high-level bridge crossing Portage Bay and stations at NE 45th, Campus Parkway, Eastlake, South Lake Union, Seattle Center, and Convention Place (B2.1 from 1999 FEIS). Lower ridership, longer travel times, and higher environmental impacts including parklands, noise, visual, and displacement impacts.

• Seattle Center route with tunnel crossing of Portage Bay and stations at NE 45th, Pacific Street, Eastlake, South Lake Union, Seattle Center, and Convention Place (B2.2 from 1999 FEIS). Lower ridership, longer travel times, high construction impacts, and higher displacement impacts.

• Mid-level bridge crossing of the Portage Bay with University District stations at W. Pacific and NE 45th. Small cost savings compared to original project, higher construction impacts, higher utility and transportation impacts, and other higher environmental impacts including land use, visual, noise, historic, archeological, and parklands.

• High-level bridge crossing of Portage Bay with University District stations at Campus Parkway and NE 45th. Small cost savings compared to original project, higher construction impacts, higher displacements, higher utility and transportation impacts, and other higher environmental impacts including land use, visual, noise, historic, archeological, and parklands.

• High-level bridge crossing of Portage Bay, bypassing the University of Washington, with one elevated station just east of I-5 and straddling NE 45th Street. Lower ridership, higher displacements, greater noise impacts, and higher environmental impact to land use, ecosystems, archeological resources, and parklands.

• A Convention Place Station as part of a direct Capitol Hill route. Slower travel time, substantially higher cost due to constructing a rail station at CPS, higher costs because of required crossover tracks


on Capitol Hill, more difficult construction at the I-5 undercrossing, more difficult construction staging, and greater construction impacts, including higher potential for a second closure of the DSTT.

• Boren Avenue route with stations at Denny and Mercer. Lower ridership, higher transportation impacts, higher environmental impacts including demolition of historic resources, visual, and noise.

• First Hill bypass route with Capitol Hill Stations at Pike Street/Broadway and 14th Avenue E and E John Street. Lower ridership, lower cost savings potential.

In addition, other route facilities and station design options were considered during the development of alternatives, but were eliminated due to environmental, engineering, or cost considerations. This included elimination of a number of potential remote vent/TPSS options for the Montlake route including options further south in Interlaken Park or the Montlake Playfield.

2.9.5 Next Steps

Select Project Following completion of this Final SEIS, the Sound Transit Board would make a final decision on the

project alternative, including the route alignment and stations to be built. The Board would also decide whether to build the project in phases, and if so, which phase would be constructed first.

Obtain Federal Record of Decision FTA will issue a ROD on the project after the release of the Final SEIS and the completion of related

documentation. The ROD contains FTA’s specific decisions and approvals, and itemizes Sound Transit’s commitments to mitigate project impacts. Issuance of the ROD and completion of preliminary engineering are prerequisites to final design authorization by the FTA under its New Starts program. The ROD and final design authorization are prerequisites to execution of a Full Funding Grant Agreement (FFGA) from FTA.

Secure Funding for Construction The revenue stream approved by regional voters in Sound Move provides a committed source of local

funding for that segment of the proposed North Link project between downtown Seattle and the University District. The North Link segment from the University District to Northgate can be constructed only if additional funds above the funding identified in Sound Move become available. Securing a reasonable share of federal funds would accelerate the implementation schedule and leverage local contribution. Sound Transit anticipates pursuing FTA New Starts funds for North Link through a new FFGA in addition to the $500 million FFGA for the Initial Segment of Link light rail from downtown Seattle to S 154th Station. The proposed funding plan for the preferred University Link initial phase includes pursuing $700 million in New Starts Funds.

2.10 NORTH LINK PROJECT SCHEDULE

The proposed schedule for the development of the North Link project is provided below:

Project scoping and comment October 2001

North Link Draft SEIS Published November 2003

North Link Draft SEIS comment period November 2003 to January 2004

Modified Montlake Route Addendum Published February 2004

Addendum Comment Period February 2004

Sound Transit Board identified Segment B May 2004 Preferred Alternative

Sound Transit Board identified Segment A January 2005 Preferred Alternative


Sound Transit Board revised Preferred Alternative July 2005 and identified the preferred University Link initial phase

North Link 2005 Draft SEIS published October 2005

North Link 2005 Draft SEIS comment period October to November 2005

North Link Final SEIS published Early 2006

Sound Transit Board selects project Early 2006

Federal Record of Decision (ROD) Early 2006

Final design 2006 to 2008

Start construction 2008/2009

Start service operation 2015/2016

The project could be built in phases because of funding or for other reasons. If so, implementation of the first phase would be according to the above schedule and subsequent phases would be designed, constructed, and start operation at a later time. University Link has been identified in this Final SEIS as the preferred first phase of North Link. A final decision on the project to be built and its timing will be made after publication of the Final SEIS. The Sound Transit Board has emphasized the importance of extending light rail to Northgate as soon as possible.

2.11 BENEFITS AND DISADVANTAGES OF DELAYING PROJECT IMPLEMENTATION

As required by the State Environmental Policy Act (SEPA) (WAC 197-11-440(5)(c)), this Section discusses the benefits and disadvantages of reserving for some future time the implementation of the proposed project, as compared with possible approval at this time. The primary potential benefit of delaying implementation of the proposed light rail project would be to allow additional time to resolve currently unresolved issues and delay adverse impacts of the project. However, the Sound Transit and federal actions subsequent to the Final SEIS provide a forum to address the unresolved issues. It is therefore not necessary to delay implementation in order to resolve these issues. The SEIS provides the necessary environmental information to support decisions related to the unresolved issues.

The primary disadvantages of delaying implementation of all or part of the project include potential transportation and land use concerns related to the inability to realize the project’s benefits and complete a major component of the region’s long range plans for managing growth and transportation. Owners of potentially acquired property would also be left with the uncertainty of whether and when their property would be affected. There could also be potential impacts to project funding at both the regional and federal levels. Delays are also likely to increase project and right-of-way costs.

If an interim terminus is built but the rest of the full project is delayed, impacts at the terminus station could increase, and costs for the overall project could increase. However, delaying all portions of the project until the entire project could be funded would delay the transportation improvements and other benefits that would be provided by that first interim segment.

As discussed in Section 4.1.2 of the 1999 FEIS, the Central Link light rail project is integral to the four-county central Puget Sound region’s Vision 2020 strategy and Destination 2030 (the Puget Sound region’s long-range metropolitan transportation plan). These plans establish integrated, long-range growth management, economic, and transportation strategies. The strategies are based on a vision of urbanized centers linked by a regional rapid transit system. Link light rail and other elements of the Sound Move plan are integral elements to achieving the region’s vision and are essential to implementing the plan and policies. A significant delay in implementing the North Link segment of the light rail project would inhibit the ability of the region to accommodate growth as planned.

The potential funding implications associated with delaying project implementation are that Sound Transit could miss the opportunity to obtain federal funding under SAFETEA-LU (Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users), the recently enacted federal transportation


authorization, or it could receive a lower amount of federal funding. In addition, any delays in project construction would result in higher construction costs due to inflation in specific years.

Public comments received on the 2003 and 2005 Draft SEISs and the Modified Montlake Route Addendum have suggested other issues that would be affected by project delays. Uncertainties related to the timing and design of the SR 520 project might become better known or resolved if design and implementation of North Link were delayed. Delays in implementing North Link would also substantially slow or halt further investment in light rail, as anticipated in Sound Move and in Sound Transit’s adopted Long-Range Plan (July 2005). Individual project impacts, ranging from property acquisition to concerns about impacts to research facilities at the University of Washington, could be postponed, although they would not be eliminated and uncertainty about the timing of impacts would remain.

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