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 theWSLE Station and Access Planning Engagement Report.
• Mid-2024: Sound Transit is expected to publish the WSLE Final Environmental Impact Statement.