On Oct. 24, 2024, the Sound Transit Board selected the light rail route and station locations to be built for the West Seattle Link Extension (WSLE). This decision is based on years of technical analysis and community feedback. Read the Board Resolution No. R2024-22 (p. 13) and press release to learn about the selected route and station locations.

About West Seattle Link Extension

The West Seattle Link Extension will provide fast, reliable light rail connections to dense residential and job centers in the SODO, Delridge, and West Seattle neighborhoods. The West Seattle Link Extension is part of the regional transit system expansion approved by voters in November 2016.

West Seattle Link Extension

  • Adds 4.1 miles of light rail service from SODO to West Seattle's Alaska Junction neighborhood.
  • Includes four new stations from SODO to Alaska Junction.
  • Start of service scheduled for 2032.

West Seattle Link Extension project timeline

2016 Voter Approval  

  • Alternatives development 
  • ST Board identifies preferred alternative 
  • Draft Environmental Impact Statement 
  • ST Board modifies the preferred alternative for West Seattle Link Extension 
  • ST staff conduct further studies
  • Ongoing environmental review
  • Final Environmental Impact Statement (2024)
  • ST Board selects project to be built (2024)
  • Federal Transit Administration issues Record of Decision (2024)*

*Depending on federal consultation

  • Procure final design and construction contracts
  • Obtain land use and construction permits
  • Begin property acquisition / relocation
  • Advance utility relocation / early work contracts
  • Demolition and clearing where necessary to build and operate the light rail guideway
  • Earth work such as stormwater systems, column footings, retaining walls and tunneling
  • Guideway and station construction
  • Ongoing conversations with anyone affected by construction
  • Safety education
  • Testing and preparations

2032 Start of Service

The West Seattle Link Extension (WSLE) is currently in the environmental review phase. After publishing the Draft Environmental Impact Statement (EIS) in 2022 and a 90-day comment period, the Federal Transit Administration and Sound Transit have published the Final EIS. In the coming weeks, the Sound Transit Board will consider action to select the project to be built, based on years of technical analysis and community feedback. Then, the FTA is anticipated to issue a Record of Decision which will conclude the environmental review phase. At that point, the project then moves into the design phase.

West Seattle Link Extension project map

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

See detailed map.

WSLE Final EIS

The West Seattle Link Extension Final Environmental Impact Statement (EIS) is now available for review. The Final EIS includes updates based on continued design and comments received on the West Seattle and Ballard Link Extensions (WSBLE) Draft Environmental Impact Statement. The WSLE Final EIS also includes responses to substantive public, agency, and Tribal comments (project-wide comments and comments specific to WSLE) submitted during the Draft EIS comment period. Comments about Ballard Link Extension (BLE) will be responded to as part of the separate BLE environmental process.

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Preferred alternative for the West Seattle Link Extension

In July 2022, the Sound Transit Board identified the preferred alternative for the West Seattle Link Extension and requested further studies of refinements to the preferred alternative. Read the July 2022 press release and the Board Motion for more information. Refinements from the further studies are being incorporated into the WSLE Final EIS.

  • Medium Tunnel 41st Avenue Station Alternative in the West Seattle Junction segment, incorporating refinement to West Entrance that shifts station entrance to 42nd Avenue Southwest.
  • The Andover Street Station Lower Height Alternative in the Delridge segment, incorporating refinement that shifts the alignment south towards Southwest Yancy Street.
  • The South Crossing Alternative in the Duwamish segment.
  • The At-grade Alternative Staggered Station Configuration in the SODO segment, incorporating refinement that enhances access from the platform to South Lander Street.

In addition to the WSLE preferred alternative, all West Seattle Link Extension alternatives that were studied in the WSBLE Draft EIS, as well cost savings and refinement concepts identified in July 2022 Board Motion, were studied in the WSLE Final EIS.

SODO segment

Preferred Alternative: At-Grade Lander Access Station Option (SODO-1c)

Is a refinement of the Draft EIS Preferred Alternative At-Grade Alternative, staggered configuration, and reflects Sound Transit Board direction in Motion 2022-57 identifying the preferred alternative to explore opportunities to enhance access from the station platform to South Lander Street. It would begin north of the existing SODO Station and travel at-grade west of and parallel to the existing Link light rail line in the SODO Busway. The new SODO Station on the West Seattle Link Extension would be at-grade, immediately west of the existing SODO Station, north of South Lander Street in a staggered configuration. The station would include an access point at South Lander Street. Access to 4th Avenue South would occur via South Lander Street. The existing at-grade pedestrian crossing of the light rail tracks at SODO Station would be closed, and a new pedestrian grade-separated crossing of both existing and new tracks would be used to access both stations. The station would not include the South Stacy Street cul-de-sac access to the west, and instead would include an access point at South Lander Street. This alternative would continue south at-grade under South Lander Street, which would be reconstructed as an overpass of the light rail tracks.

Other alternatives:

At-Grade Alternative (SODO-1a): would begin north of the existing SODO Station and travel at-grade west of and parallel to the existing Link light rail line in the SODO Busway. The new SODO Station on the West Seattle Link Extension would be at-grade, immediately west of the existing SODO Station, north of South Lander Street, in a staggered configuration. The existing at-grade pedestrian crossing of the light rail tracks at SODO Station would be closed, and a new grade-separated pedestrian crossing of both existing and new tracks would be used to access both stations. South Stacy Street would be extended from 4th Avenue South to a cul-de-sac on the west side of the station. This alternative would continue south at-grade under South Lander Street, which would be reconstructed as an overpass of the light rail tracks.

At-Grade South Station Option (SODO-1b): would be similar to the At-Grade Alternative except for the SODO Station. A new at-grade station on the West Seattle Link Extension would be west of and approximately 200 feet south of the existing SODO Station, just north of South Lander Street. The existing SODO Station would be relocated to just north of South Lander Street. Pedestrian access would be from a new South Lander Street overcrossing.

Mixed Profile Alternative (SODO-2): would begin at-grade north of the existing SODO Station, west of and parallel to the existing Link light rail line in the existing SODO Busway. At South Walker Street, the alignment would transition to an elevated profile and would continue south over South Lander Street. The existing SODO Station would be relocated as described for At Grade South Station Option and would be at-grade adjacent to the new elevated station. Pedestrian access would be on the north side of South Lander Street and from 4th Avenue South and 6th Avenue South. A new pedestrian grade-separated crossing of both existing and new tracks would be used to access both the new and relocated station.

Duwamish segment

Preferred Alternative: South Crossing Alternative (DUW-1a)

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

Other alternatives:

South Crossing South Edge Crossing Alignment Option (DUW-1b): similar to the preferred alternative, except it would cross the East and West Duwamish Waterways on the south side of Harbor Island.

North Crossing Alternative (DUW-2): would continue south from South Forest Street along the west side of the existing light rail line on an elevated guideway, before heading west on a new fixed, light rail only bridge north of the existing West Seattle Bridge. After crossing the West Duwamish Waterway, the alternative would cross over the West Seattle Bridge to run south on the west side of Delridge Way Southwest. A connection to the Operations and Maintenance Facility Central would be provided from north and south access tracks between South Forest Street and South Spokane Street.

Delridge segment

Preferred Alternative: Andover Street Station Lower Height South Alignment Option (DEL-6b)

Is a refinement of Andover Street Station Lower Height Alternative developed in response to public and agency comments and Sound Transit Board direction in Motion 2022-57 would be on an elevated guideway on the west side of Delridge Way Southwest, south of Southwest Andover Street. The alignment would travel west along the north side of Southwest Yancy Street on an elevated guideway then cross Southwest Avalon Way in the vicinity of Southwest Yancy Street. It continues south along the east side of the West Seattle Bridge connection to Fauntleroy Way Southwest. The station would be elevated, north of Southwest Andover Street and west of Delridge Way Southwest, in a northeast-southwest orientation.

Other alternatives:

Dakota Street Station Alternative (DEL-1a): would follow Delridge Way Southwest south on an elevated guideway to an elevated station. The guideway would be on the west side of Delridge Way except for in the vicinity of Southwest Andover Street, where it would be over Delridge Way Southwest. The station would be elevated between Delridge Way Southwest and 26th Avenue Southwest, south of Southwest Dakota Street, and oriented southwest-northeast. South of the station, the alternative would curve west and cross to the south side of the Southwest Genesee Street right-of-way, north of the West Seattle Golf Course. The guideway would continue west along the south edge of Southwest Genesee Street and connect to an elevated guideway in the West Seattle Junction Segment.

Dakota Street Station North Alignment Option (DEL-1b): would be similar to the alternative above except it would be within the Southwest Genesee Street right-of-way between the West Seattle Golf Course and the Longfellow Creek Natural Area, then shift to the north side of Southwest Genesee Street west of 28th Avenue Southwest.

Dakota Street Station Lower Height Alternative (DEL-2a): would be similar to the Dakota Street Station Alternative except would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction Segment. From the station, the alternative would continue south to cross Southwest Genesee Street and would run along the northern edge of the West Seattle Golf Course. A tunnel portal for connecting to tunnel alternatives in the West Seattle Junction Segment would be in the northwest corner of the West Seattle Golf Course, south of Southwest Genesee Street and east of 31st Avenue Southwest.

Dakota Street Station Lower Height North Alignment Option (DEL-2b): would be similar to the Dakota Street Station Lower Height Alternative except it would shift to the north side of Southwest Genesee Street west of 28th Avenue Southwest. The tunnel portal to enter a tunnel in the West Seattle Junction Segment would be north of Southwest Genesee Street, between Southwest Avalon Way and 30th Avenue Southwest.

Delridge Way Station Alternative (DEL-3): would follow Delridge Way Southwest south on an elevated guideway to the Delridge Station. The station would be in the middle of Delridge Way Southwest, north of Southwest Dakota Street. South of the station, the alternative would curve west and cross to the south side of the Southwest Genesee Street right-of-way, north of the West Seattle Golf Course. The guideway would continue west along the south edge of Southwest Genesee Street and connect to an elevated guideway in the West Seattle Junction Segment.

Delridge Way Station Lower Height Alternative (DEL-4): would follow the same alignment as the Delridge Way Station Alternative to the station but would be at a lower elevation to connect to tunnel alternatives in the West Seattle Junction Segment. From the station, the alternative would continue south on the west side of Delridge Way Southwest and then turn west at Southwest Genesee Street, crossing Southwest Genesee Street to run along the northern edge of the West Seattle Golf Course. A tunnel portal for connecting to tunnel alternatives in the West Seattle Junction Segment would be in the northwest corner of the West Seattle Golf Course, south of Southwest Genesee Street and east of 31st Avenue Southwest.

Andover Street Station Alternative (DEL-5): would be on an elevated guideway on the west side of Delridge Way Southwest, north of Southwest Andover Street. The alignment would travel west along Southwest Andover Street on an elevated guideway then south along Southwest Avalon Way in the vicinity of Southwest Yancy Street. The guideway would continue south along Southwest Avalon Way and turn west on the north side of Southwest Genesee Street. The station would be elevated, north of Southwest Andover Street and west of Delridge Way Southwest, in a northeast-southwest orientation.

Andover Street Station Lower Height Alternative (DEL-6a): would be similar to the Andover Street Station Alternative up to and including the station. The elevated guideway would cross over Southwest Avalon Way and then turn south in the vicinity of 32nd Avenue Southwest to travel south along the east side of the West Seattle Bridge connection to Fauntleroy Way Southwest, transitioning from elevated into a retained cut. The alignment would turn west in the vicinity of Southwest Genesee Street in a retained cut, passing below Southwest Genesee Street.

Andover Street Station Lower Height No Avalon Station Tunnel Connection (DEL-7): included to connect to the No Avalon Station Tunnel Alternative in the West Seattle Junction segment, which was included at the direction of the Sound Transit Board (Motion 2022-57) to study elimination of the Avalon Station as a potential cost-savings measure. This alternative would be similar to the Preferred Alternative up to and including Delridge Station and reflects a more direct alignment between the Delridge Station and the West Seattle Junction Station with the elimination of an Avalon Station in the West Seattle Junction Segment. South of the station, the elevated guideway would continue west along Southwest Yancy Street and cross to the south side of Southwest Andover Street in an elevated guideway. A tunnel portal leading to the No Avalon Station Tunnel Alternative in the West Seattle Junction Segment would be in the vicinity of 32nd Avenue Southwest, east of the West Seattle Bridge. The tunnel would continue west under the West Seattle Bridge towards 35th Avenue Southwest.

West Seattle Junction segment (including Avalon Station area)

Preferred Alternative: Medium Tunnel 41st Avenue Station West Entrance Station Option (WSJ-5b)

Refinement of Medium Tunnel 41st Avenue Station Alternative analyzed in the Draft EIS, based on the Sound Transit Board’s direction to explore an option to shift a station entrance to 42nd Avenue Southwest at the Alaska Junction Station to improve access to the Alaska Junction. This preferred alternative would begin in a retained cut south of Southwest Yancy Street and follows the east side of the West Seattle Bridge connection to Fauntleroy Way Southwest. This alignment enters a tunnel at Southwest Genesee Street and 37th Avenue Southwest. The alignment then curves to the southwest between 37th Avenue Southwest to 41st Avenue Southwest. It terminates at Southwest Hudson Street, with tail tracks in a north-south orientation under 41st Avenue Southwest. Stations would be located as follows:

  • Avalon Station: Avalon Station would be in a lidded retained cut south of Southwest Genesee Street, beneath 35th Avenue Southwest. Station entrances would be on either side of 35th Avenue Southwest.
  • Alaska Junction Station: The Alaska Junction Station would be in a tunnel beneath 41st Avenue Southwest and Southwest Alaska Street. Station entrances would be on either side of Southwest Alaska Street. The entrance south of Southwest Alaska Street would be on the west side of 41st Avenue Southwest, closer to the Alaska Junction. The entrance north of Southwest Alaska Street would not change.

Other alternatives:

Elevated 41st/42nd Avenue Station Alternative (WSJ-1): would be elevated along the south side of Southwest Genesee Street between 31st Avenue Southwest and Fauntleroy Way Southwest. The alternative would turn southwest to the west side of Fauntleroy Way Southwest. The guideway would turn south in the vicinity of 41st Avenue Southwest and Southwest Alaska Street and continue south to Southwest Hudson Street. The guideway would end on the west side of 42nd Avenue Southwest and would include tail tracks south of the Alaska Junction Station. Stations would be located as follows:

  • Avalon Station: Avalon Station would be elevated along the south side of Southwest Genesee Street, east of 35th Avenue Southwest.
  • Alaska Junction: The Alaska Junction Station would be elevated between 41st Avenue Southwest and 42nd Avenue Southwest, south of Southwest Alaska Street.

Elevated Fauntleroy Way Station Alternative (WSJ-2): would be elevated along the south side of Southwest Genesee Street between 31st Avenue Southwest and Fauntleroy Way Southwest. The alignment would head southwest on Fauntleroy Way Southwest and continue along the west side of Fauntleroy Way Southwest. The guideway would cross to the east side of Fauntleroy Way Southwest south of Southwest Oregon Street. Elevated tail tracks would begin south of the Alaska Junction Station and end within the Fauntleroy Way Southwest right-of-way just past Southwest Edmunds Street. Stations would be located as follows:

  • Avalon Station: Avalon Station would be elevated along the south side of Southwest Genesee Street and east of 35th Avenue Southwest.
  • Alaska Junction Station: This station would be elevated southeast of Fauntleroy Way Southwest straddling Southwest Alaska Street.

Tunnel 41st Avenue Station Alternative (WSJ-3a): would be in a tunnel under Southwest Genesee Street heading west from 31st Avenue Southwest then curve to the southwest between 37th Avenue Southwest and 41st Avenue Southwest. The tunnel would end in the vicinity of Southwest Hudson Street, with tail tracks in a north-south orientation under 41st Avenue Southwest. The guideway would be entirely in a tunnel. Stations would be located as follows:

  • Avalon Station: The Avalon Station would be beneath Fauntleroy Way Southwest. Station entrances would be on the west side of Fauntleroy Way Southwest and on the east side of 35th Avenue Southwest.
  • Alaska Junction Station: The Alaska Junction Station would be beneath 41st Avenue Southwest and Southwest Alaska Street. Station entrances would be on either side of Southwest Alaska Street along the east side of 41st Avenue Southwest.

Tunnel 42nd Avenue Station Option (WSJ-3b): would be the same as Tunnel 41st Avenue Station Alternative, except the tunnel would extend to 42nd Avenue Southwest instead of 41st Avenue Southwest. The tunnel would end in the vicinity of Southwest Hudson Street, with tail tracks in a north-south orientation under 42nd Avenue Southwest.

  • Avalon Station: The Avalon Station would be the same as described for the Tunnel 41st Avenue Alternative.
  • Alaska Junction Station: The Alaska Junction Station would be in a tunnel beneath 42nd Avenue Southwest and Southwest Alaska Street. Station entrances would be on either side of Southwest Alaska Street, with one on the east side and one on the west side of 42nd Avenue Southwest.

Short Tunnel 41st Avenue Station Alternative (WSJ-4): would be on elevated guideway along the south side of Southwest Genesee Street from 31st Avenue Southwest to the west side of Fauntleroy Way Southwest. It would continue along the west side of Fauntleroy Way Southwest on elevated guideway before transitioning to at-grade near 37th Avenue Southwest. The guideway would turn west near Southwest Oregon Street and transition into a tunnel with a portal in the vicinity of Southwest Oregon Street and 38th Avenue Southwest. The tunnel would turn south and end south of Southwest Hudson Street, with tail tracks in a north-south orientation along and under 41st Avenue Southwest. Stations would be located as follows:

  • Avalon Station: Avalon Station would be elevated along the south side of Southwest Genesee Street and east of 35th Avenue Southwest.
  • Alaska Junction Station: The Alaska Junction Station would be in a tunnel beneath 41st Avenue Southwest and south of Southwest Alaska Street. Station entrances would be on Southwest Alaska Street and Southwest Edmunds Street.

Medium Tunnel 41st Avenue Station Alternative (WSJ-5a): would begin in a retained cut south of Southwest Yancy Street and follows the east side of the West Seattle Bridge connection to Fauntleroy Way Southwest. This alignment enters a tunnel at Southwest Genesee Street and 37th Avenue Southwest. The alignment then curves southwest west of 37th Avenue Southwest to 41st Avenue Southwest. It terminates at Southwest Hudson Street, with tail tracks in a north-south orientation under 41st Avenue Southwest. Stations would be located as follows:

  • Avalon Station: Avalon Station would be in a lidded retained cut south of Southwest Genesee Street, beneath 35th Avenue Southwest. Station entrances would be on either side of 35th Avenue Southwest.
  • Alaska Junction Station: The Alaska Junction Station would be in a tunnel beneath 41st Avenue Southwest and Southwest Alaska Street. Station entrances would be on either side of Southwest Alaska Street along the east side of 41st Avenue Southwest. 

No Avalon Station Tunnel (WSJ-6): included at the direction of the Sound Transit Board (Motion 2022-57) to study elimination of the Avalon Station as a cost-savings measure. It would continue in a tunnel from where it would connect to Andover Street Station Lower Height No Avalon Station Tunnel Connection Alternative in the Delridge Segment, at 35th Avenue Southwest between Southwest Andover Street and Southwest Dakota Street. The tunnel would curve southwest to 41st Avenue Southwest. It would terminate at Southwest Hudson Street, with tail tracks in a north-south orientation under 41st Avenue Southwest. The guideway would be entirely in a tunnel. This alternative does not include an Avalon Station. The station would be located as follows:

  • Alaska Junction Station: The Alaska Junction Station would be in a tunnel beneath 41st Avenue Southwest and Southwest Alaska Street. Station entrances would be on either side of Southwest Alaska Street along the east side of 41st Avenue Southwest. 

November 2016: Sound Transit 3 voter approved

  • Sound Transit 3 (ST3) is approved by voters. This plan includes adding 62 new miles of light rail, totaling more than 116 miles with over 80 stations added to the region. Part of this plan includes the West Seattle Link and Ballard Link Extensions (WSBLE) projects, other projects like the bus Rapid Transit (BRT) on the Eastside, additional capacity for the Sounder South line, and access improvements to stations for all modes of travel.

2017 – 2019: WSBLE Alternatives Development

  • October 2017: West Seattle Link and Ballard Link Extensions project kicks off the planning phase of the project. The phase is part of the Federal Transit Administration’s (FTA) environmental review process.
  • January 2018: Sound Transit hosts the first Stakeholder Advisory Group  and Elected Leadership Group meetings to introduce the project and share what to expect for the alternatives development phase.
  • February – March 2018: Sound Transit hosts early scoping open houses and a comment period to collect public feedback on the ST3 representative project and gather new ideas to inform development of additional route and station location alternatives.
  • March 2018 – April 2019: Sound Transit develops and refines alternatives based on technical evaluations, as well as feedback from the public, Stakeholder Advisory Group, Elected Leadership Group, and Sound Transit Board of Directors. The project goes through three levels of evaluation between early scoping and scoping to help further refine alternatives.
  • February – March 2019: Sound Transit hosts scoping open houses and a comment period to collect public feedback on the alternatives to date and topics to study in the Draft Environmental Impact Statement (EIS).
  • May 2019: The Sound Transit Board reviews the alternatives, evaluation results, public feedback, and the recommendations of the Elected Leadership Group and identifies the preferred alternative and other alternatives to study in the WSBLE Draft EIS.
  • May – October 2019:  The Sound Transit Board directs staff to conduct initial assessments on additional route and station options that were suggested during the public scoping period, to establish whether further study in the WSBLE Draft EIS is appropriate.

2019 – 2023 WSBLE Draft Environmental Impact Statement

  • May 2019 – December 2021: Sound Transit develops the WSBLE Draft EIS, a document that describes the multiple alternatives being considered, and how each alternative might affect the natural and built environment and transportation systems, both during construction and final operation of the light rail lines.
  • November 2019 – January 2020: Sound Transit conducts extensive engagement efforts to gather public feedback regarding WSBLE Station Planning. Sound Transit hosts neighborhood forums and community briefings throughout the project corridor.
  • November 2021 – May 2022: Sound Transit kicks off Community Advisory Groups to review and discuss WSBLE Draft EIS findings with community members throughout the corridor. Meetings are online and open to the public.
  • January 2022 – April 2022: The Draft EIS is published for a 90-day public review and comment period. Comments are accepted via email, mail, voicemail, comment form, at a virtual public hearing, or an in-person open house. All the details can be found here. Sound Transit receives over 5000 comments. Additionally, in partnership with the City of Seattle and King County, Sound Transit publishes the WSBLE Station Planning Progress Report alongside the WSBLE Draft EIS to help communities understand the opportunities and challenges of the different alternatives.
  • July 2022: After reviewing the Draft EIS and the comments from Tribes, the public and agency partners, the Sound Transit Board identifies the preferred alternative for the West Seattle Link Extension (WSLE) and requested further studies for the Ballard Link Extension (BLE).  Read the July 2022 Board Motion and press release for more information.
  • August 2022 – March 2023: Sound Transit conducts further studies that included six workshops and open houses and three online surveys for WSBLE. For an overview of the further studies conducted for both extensions and the results, read the Further Studies Executive Summary and reports.
  • March and July 2023: The Sound Transit Board identifies a preferred alternative for the BLE. Refinements to WSLE alternatives from the further studies are being incorporated into the WSLE Final EIS. Read the March Board Motion, July Board Motion, and press release for more information.
  • September 2023: Given additional environmental review needed for project refinements for BLE resulting from the Sound Transit Board action in March 2023, environmental review for the WSLE and BLE projects proceed on different timelines.

2023 - 2024: West Seattle Link Extension (WSLE)’s Final Environmental Impact Statement

  • Fall 2023 to Spring 2024: Sound Transit and the City of Seattle jointly engage in WSLE station planning engagement to update travel patterns and community priorities by hosting community briefings, online survey, drop-in, in-language focus groups, and open houses in the neighborhood, and published the WSLE Station and Access Planning Engagement Report.
  • September 2024: Sound Transit published the WSLE Final EIS.

WSLE Final EIS

An Environmental Impact Statement (EIS) provides Tribes, agencies, and the public an understanding of a project’s potential impacts and benefits of each alternative by describing how the alternative might affect the natural environment, built environment, and transportation system. The Final EIS identifies ways to mitigate impacts. Through this process, we analyze each alternative and design option, considering effects on historic and cultural resources, residential properties, businesses, communities, the local economy, and other resources.

In September, the Federal Transit Administration and Sound Transit published the WSLE Final EIS. The Final EIS includes updates based on continued design and comments received on the West Seattle and Ballard Link Extensions (WSBLE) Draft EIS. The WSLE Final EIS also includes responses to substantive public, agency, and Tribal comments (project-wide comments and comments specific to WSLE) submitted during the Draft EIS comment period. Comments about Ballard Link Extension (BLE) will be responded to as part of the separate BLE environmental process.

In the coming weeks, the Sound Transit Board will consider action to select the project to be built, based on years of technical analysis and community feedback. Then, the FTA is anticipated to issue a Record of Decision which will conclude the environmental review phase. At that point, the project then moves into the design phase.

Review the Final EIS online

The Executive Summary provides an overview, summarizing elements of the larger Final EIS to help readers quickly become acquainted with the project.

You can view the entire Final EIS online.

To request a printed copy or a thumb drive of the Final EIS or Executive Summary, contact Dominique Jones at dominique.jones@soundtransit.org.

  • Seattle Public Libraries:
    • Beacon Hill Branch, 2821 Beacon Avenue South, Seattle, WA 98144
    • Central Library, 1000 4th Avenue, Seattle, WA 98014
    • Columbia City Branch, 4721 Rainier Avenue South, Seattle, WA 98118
    • Delridge Branch, 5423 Delridge Way Southwest, Seattle, WA 98016
    • High Point Branch, 3411 Southwest Raymond Street, Seattle, WA 98126
    • International District Branch, 713 8th Avenue South, Seattle WA 98104
    • New Holly Branch, 7058 32nd Avenue South, Seattle, WA 98118
    • Rainier Beach Branch, 9125 Rainier Avenue South, Seattle, WA 98118
    • West Seattle Branch, 2306 42nd Avenue Southwest, Seattle, WA 98116
    • University of Washington-Suzzallo Libraries, 4000 15th Avenue Northeast, Seattle, WA 98195
  • King County Library System:
    • Burien Library, 400 Southwest 152nd Street, Burien, WA 98166
    • White Center Library, 1409 Southwest 107th Street, Seattle, WA 98146

Final EIS Table of Contents

Final EIS Fact Sheet

Cover letter, Signature page, Fact sheet, Table of contents

Chapter 1: Purpose and Need for West Seattle Link Extension

States what problems the project will address and why the investment in this transit project is needed. This section also includes the project timeline.

Chapter 2: Alternatives Considered

Describes the alternatives evaluated in the Final EIS, including alignment and station locations. This section includes how the alternatives were developed, how they will be constructed, how long construction will take, information about the stations, and estimated project cost. Additional information about other alternatives considered in earlier phases of the project can be found in Appendix M.

Chapter 3: Transportation Environment and Consequences

Presents analysis of the existing transportation system in the project area and discusses potential impacts of the alternatives to regional facilities and travel and transit operations. This section discusses ridership and travel times for each alternative, parking impacts, and pedestrian and bicyclist access at each station area.

Chapter 4: Affected Environment and Environmental Consequences

Discusses the affected environment and environmental consequences of the project related to the following resources: acquisitions/displacements/relocations, land use, economics, social resources/community facilities/neighborhoods, visual/aesthetics, air quality, noise/vibration, water resources, ecosystems, energy impacts, geology/soils, hazardous materials, electromagnetic fields, public services/safety/security, utilities, historic and archaeological resources, parks and recreational resources, and Section 4(f) summary. Appendix L4.1 Acquisitions, Displacements and Relocations includes more information about potentially impacted properties for all alternatives. Appendix G Environmental Justice evaluates potential adverse effects and benefits of the project to communities of color and low-income populations.

Chapter 5: Cumulative Impacts

Describes the project’s effects on a particular resource, combined with past, present and future effects of other projects. The cumulative impact assessment identifies potential consequences that might not be apparent when the project is considered in isolation.

Chapter 6: Alternatives Evaluation

Evaluates how the West Seattle Link Extension alternatives meet the project’s purpose and need. It also summarizes the benefits and impacts of each alternative.

Chapter 7: Draft EIS Comment Summary and Response to Comments

Includes a summary of comments received on the Draft EIS. This section also includes responses to comments received on the West Seattle and Ballard Link Extensions Draft EIS that are specific to the West Seattle Link Extension or that are related to both projects.

Appendices (click to view all appendices)
  • Appendix A: List of Preparers
  • Appendix B: Distribution List
  • Appendix C: Acronyms and Abbreviations
  • Appendix D: Glossary
  • Appendix E: References
  • Appendix F: Public Involvement, Tribal Consultation, and Agency Coordination
  • Appendix G: Environmental Justice
  • Appendix H: Final Section 4(f) Evaluation
  • Appendix I: Mitigation Plan
  • Appendix J: Conceptual Design Drawings
  • Appendix K: Present and Future Development, Transportation, and Public Works Projects in the Study Area
  • Appendix L: Chapter 4 Supporting Information on Affected Environment and Environmental Impacts
    • L4.1 Acquisitions, Displacements, and Relocations
    • L4.2 Land Use
    • L4.3 Economics
    • L4.4 Social Resources
    • L4.6 Air Quality
    • L4.8 Water Resources
    • L4.11 Geology and Soils
    • L4.12 Hazardous Materials
    • L4.13 Electromagnetic Fields
    • L4.14 Public Services, Safety, and Security
    • L4.15 Utilities
    • L4.17 Parks and Recreational Resources
  • Appendix M: Summary of Alternatives Development and Initial Assessment Process
  • Appendix N: Technical Reports
    • N.1 Transportation Technical Report
    • N.2 Visual and Aesthetics Technical Report
    • N.3 Noise and Vibration Technical Report
    • N.4 Ecosystems Technical Report
    • N.5 Historic and Archaeological Resources Technical Report
      • Pursuant to 36 CFR Part 800 of the National Historic Preservation Act, FTA is inviting comments on the draft Programmatic Agreement published with the Final EIS. The The draft Section 106 Programmatic Agreement is attached to the Final EIS Historic and Archaeological Resources Technical Report (Appendix N.5). Comments on the draft Programmatic Agreement can be sent to wsle-programmatic-agreement-comment@soundtransit.org. Following the 30-day public comment period on the draft Programmatic Agreement, FTA, in coordination with Sound Transit, will address comments and revise the Programmatic Agreement accordingly. The Programmatic Agreement will be finalized through ongoing consultation with the State Historic Preservation Office, Tribes and consulting parties, and executed prior to FTA’s issuance of a Record of Decision.
  • Appendix O: Draft EIS Comment Summary and Response to Comments

Sound Transit evaluated the WSBLE projects together in a Draft EIS, published on Jan. 28, 2022, with a 90-day public comment period after. We received almost 5,200 communications, including comments from Tribes and Tribal organizations, government agencies, elected officials, businesses and business organizations, community and arts organizations, and individual members of the public.

In July 2022, after reviewing the WSBLE Draft EIS and the comments from Tribes, the public, and agency partners identified the preferred alternative for the West Seattle Link Extension and requested further study for the Ballard Link Extension.

From August 2022 to February 2023, Sound Transit conducted further studies and identified a preferred alternative for the BLE. The WSLE Final EIS includes the alternatives studied in the WSBLE Draft EIS as well as the cost savings and refinement concepts identified in July 2022 Board Motion.

Draft EIS and further studies

The Final EIS includes updates based on advancing design and comments received on the West Seattle and Ballard Link Extensions (WSBLE) Draft EIS and responds to substantive public, agency, and Tribal comments submitted during the Draft EIS comment period. Draft EIS is available for reference.

In July 2022, the Sound Transit Board directed the project team to complete additional further studies. Staff held community workshops, open houses, stakeholder meetings, and surveys between September 2022 and January 2023.

For more information:

Equity and inclusion

Sound Transit is committed to centering communities along the project corridor and engaging communities of color and low-income and other vulnerable populations throughout the public involvement process. During the environmental review process, Sound Transit conducted an environmental justice analysis, which is included in the WSLE Final EIS. The analysis:

  • Describes the demographics of the project corridor.
  • Evaluates whether the projects would result in disproportionately high and adverse effects to communities of color and low-income communities.
  • Considers potential project benefits such as improved access to opportunity.
  • Documents our efforts to involve communities of color and low-income populations in the planning process and what we have heard so far from outreach efforts.

Along with the Draft EIS environmental justice analysis, Sound Transit and the City of Seattle have partnered on the Racial Equity Toolkit (RET) process for the projects. The RET lays out a process and a set of questions to guide the development, implementation and evaluation of the projects to advance racial equity. The RET process began early in project development, informing data analysis, technical evaluation and the focus and extent of community engagement. During the environmental review phase, the RET builds on the environmental justice assessment for the projects, documenting potential project impacts and benefits, and community feedback. However, given that the RET process is guided by a different framework than the EIS environmental justice requirements, the report on the RET process and findings is structured differently, and is oriented around RET outcomes for the projects. Our RET report on the process, requirements, outcomes, findings and community feedback is available for your reference.

Stations

Station pages

Choose a station to view more maps and information.

What is station planning?

Station planning involves studying alternatives in various ways from the neighborhood’s perspective, including how people get to the station and ways we can make these trips safer and more convenient. We also look at opportunities to create housing, office space, shops, or public open space, considering what we’ve heard from community members about their needs and desires.

Your feedback about stations will help inform ongoing station design. Check out each station page and take the survey by clicking the station name at the top of this page.

Link light rail station entrance with several people walking into the station.

What does station planning include?

Each station area would be designed to make it easy to get to the station and move through the station area while walking, rolling, or biking. This can be accomplished by locating station entrances so they are easy to see and by providing safe biking, rolling, and walking routes to connect the station to the neighborhood. Design elements include enhancements to sidewalks, crosswalks, wayfinding, and storage for bikes and scooters.

Link light rail station bicycle rack with many bikes and people nearby.

Connecting to the station

For passengers coming to the station by bus, taxi, rideshare, or drop-off, the transfer to light rail should be a simple and intuitive experience. Sound Transit and its agency partners prioritize walking, rolling, biking, and bus transfers over other vehicle modes. Design considerations may include enhancements to neighboring bus stops, drop-off areas, and Paratransit, as well as potential features such as slow streets, transit-only streets, and mobility hubs.

Link light rail station from a distance with a King County Metro bus in the foreground near the station.

Living and working near the station

Adding a light rail station to a neighborhood introduces new opportunities to add different types of housing, new shopping, employment opportunities, and public open space or other recreational amenities. Sound Transit works with city and community partners (private and nonprofit partners) to redevelop property acquired for light rail construction that is not needed for permanent transit operations. We prioritize affordable housing and other uses that benefit communities. Learn more about our transit-oriented development program.

Link light rail station with a multipe story apartment building in the background.

Working with the City of Seattle and other agency partners

Sound Transit is responsible for the design of the station and the City of Seattle is responsible for shaping the “station area”—the neighborhood around the station. Sound Transit and the City may partner on improvements within the “station context”—typically two or three blocks from the station itself. In addition to the City of Seattle, we also partner with King County Metro to ensure integration with future service plans, and coordinate with the Port of Seattle at specific stations that intersect with Port facilities and interests.

Find out more about the City of Seattle’s Transportation Plan , the Seattle Comprehensive Plan, and the King County Long-Range Plan, which affect future plans for station areas.

Series of three images that look like maps. First is the station, a small rectangle area on the map under sound Transit’s control. Second is the station context, an area of a block or two around the station with both Sound Transit and the City collaborating. Third is the station area showing several blocks around the station which is the City’s control.

Previous station planning work

Sound Transit, the City of Seattle, King County Metro, and other agency partners, such as the Port of Seattle, worked throughout 2020 and 2021 to evaluate the WSBLE Draft EIS station alternatives and offer ideas and recommendations in response to the community priorities we heard. This work is summarized in a Station Planning Progress Report that we published alongside the WSBLE Draft EIS to help communities understand the opportunities and challenges of the different alternatives. Please note this is for reference only as we have continued to refine the preliminary design and location of stations as part of the environmental review process. Check out the Station Planning Progress Report – West Seattle Link Extension (49 MB) for more details.

West Seattle Link Extension Station Planning

Thank you to everyone that was able to attend our station planning events.

Oct. 25, 2023 meeting materials

Station and Access Planning Engagement Summary

March 5, 2024 meeting materials


Property Owners

To build the West Seattle Link Extension project, Sound Transit will purchase private property. In some cases, this means moving people from their homes or businesses.

We realize that the possibility of being relocated from your home or business may be difficult, so we are here to answer questions and provide support throughout the process. Sound Transit has a dedicated team of experienced acquisition and relocation specialists on staff. We provide comprehensive assistance to property owners and tenants affected by property acquisition or relocation, with emphasis on:

  • Treating affected property owners and tenants fairly.
  • Minimizing hardships.
  • Maintaining communications with everyone involved.

Sound Transit has specific policies and procedures that describe how the agency will work with property owners and tenants throughout the acquisition process. We follow federal, state, and local laws in our property acquisition process, specifically the Uniform Relocation Assistance and Real Property Acquisition Policies Act and state law.

The acquisition/relocation process begins during the design phase of the project. We do not know when potential acquisition and relocation may begin for specific properties. Sound Transit will contact affected property owners directly if we need to buy their property for the selected project.

Property acquisition milestones

Pre-Draft EIS publication

  • Sound Transit contacts potentially affected property owners 

Draft EIS publication

  • Draft EIS available for public review and comments 
  • Sound Transit Board confirms or modifies the preferred alternative based on comments from the public, agency partners and Tribes 

Final EIS publication

  • Sound Transit Board selects projects to be built
  • FTA issues Record of Decision

Final Design

  • Sound Transit identifies property rights needed to construct, operate and maintain the system
  • Sound Transit Board authorizes property purchases
  • Sound Transit will prepare an appraisal to determine fair market value of property needed for the projects
  • Sound Transit will provide relocation assistance to people and businesses displaced by the projects, including referrals to comparable properties and payment of moving costs
  • Sound Transit staff are available to support property owners and tenants through this process

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

Please also review the Frequently Asked Questions and their answers. If you have remaining questions and want to learn more about the project or acquisition and relocation process, please sign up for a virtual meeting with us.

Property owner and tenant support

The updated list of potentially affected properties will be listed in Appendix L of Chapter 4 of the Final EIS. You can search for a property (ctrl+f) with the address and/or parcel number. Do note that addresses are listed with typical postal abbreviations spelled out (e.g. “Ave” will be listed as “Avenue” and “St” as “Street”). In addition, Appendix L includes maps of each of the alternatives including nearby affected parcels.

If you have questions or want to learn more about the project and the acquisition and relocation process, please reach out to the project team at westseattlelink@soundtransit.org or 206-903-7229. Please note that specific impacts to individual properties are not yet finalized.

Frequently Asked Questions

The Final EIS includes a list of potentially affected properties for all alternatives. The project team has advanced the design and conducted additional environmental studies on the preferred and other alternatives in the Final EIS. During the design process, we identified potentially affected properties and updated the list in the Final EIS. In some cases, continued analysis changed our understanding of potentially affected properties from the Draft EIS.

The potentially affected properties are listed in Appendix L of Chapter 4 of the Final EIS. You can search for a property (ctrl+f) with the address and/or parcel number. Do note that addresses are listed with typical postal abbreviations spelled out (e.g., “Ave” will be listed as “Avenue” and “St” as “Street”). In addition, Appendix L includes maps of each of the alternatives including nearby affected parcels.

Sound Transit would work with property owners on an acquisition offer. After the offer is made, then business relocation benefits would become available to tenants. Note that if business or residential tenants move before this step, relocation benefits are likely not available.

Potentially affected property owners were notified prior to the release of the Draft Environmental Impact Statement (EIS) and again prior to the release of the Final EIS. Being a potentially affected property owner means that your property is close to one or more alternatives we are currently studying. This notification of potential impact does not mean a decision has been made to purchase your property but to encourage you to stay engaged on the project.

Notification that your property is potentially affected does not mean a decision has been made to purchase your property. But it does mean there’s a possibility Sound Transit may need to buy all or a portion of your property at a later project phase. If your property is needed for the selected project, Sound Transit will contact you directly by mail and, if available, via email or phone.

  • Residential relocation: For residential property owners and tenants, Sound Transit provides three primary types of relocation assistance: advisory aid, moving expenses and replacement housing payments. A qualified relocation specialist will work with displaced residents to determine needs, explain benefits, and provide referrals to current housing inventories as well as assistance and advice with filing claims.
  • Business relocation: Sound Transit provides three primary types of relocation assistance: advisory services, moving expenses and business re-establishment expenses. The level of benefits and advisory services may be different for each displaced business depending on the complexity of the business operation.

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

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

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

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

In general, Sound Transit cannot acquire property until the environmental review process is complete and the Federal Transit Administration has issued a Record of Decision on the project to be built. Acquisitions can occur prior to completion of environmental review for the project under limited circumstances. All early acquisitions require FTA concurrence and Sound Transit Board authorization.

Q: What is the average timeframe from the offer to closure of sale?
A: While each acquisition is unique, most processes can take anywhere between 12-18 months to complete.

Q: Does Sound Transit pay closing costs?
A: Sound Transit will pay for all normal sale expenses including escrow fees, title insurance, pre-payment penalties, mortgage release fee, recording fees and all typical costs related to conveying title. The sale will be exempt from real estate excise tax.

Q: If my house does have to be acquired and I have to relocate, am I able to stay in the same school district or buy a similar home?
A: Sound Transit will make every effort to find comparable properties within the desired market.

Q: Is there a geographical boundary limit for relocation?
A: No, there is no geographical limit on where you can move. Sound Transit will pay moving expenses within a 50-mile range.

Q: If there is a long delay between acquisition and when construction starts, will there be empty houses in neighborhoods for several years?
A: While acquisitions are tied to the project schedule, it is possible that homes could be vacated prior to construction starting. If that occurs, Sound Transit will take appropriate measures to secure the properties until demolition can take place.

A Link light rail train travels over a roadway on an elevated track with Mt. Rainier in the background.
The alternatives reviewed within the WSBLE Draft EIS included both underground and elevated tracks like the one above.