Use “Streetcar Connection” to Replace 2nd ST Tunnel

The January 20^th Seattle Times Traffic Lab article headlined “Cost estimates soar for potential new downtown Seattle streetcar” seems to reflect a newfound interest in transit system costs.  The article included concern the  $410 million cost for the connection between First Hill and South Lake Union streetcars was apparently making it “more challenging”.  That “the streetcars future was already dim before the most recent evaluation”. 

Yet the connection between the two routes provides an opportunity to replace the more than $13 billion Sound Transit is planning to spend boring a second tunnel and implementing 5 new stations for access. Routing the South Lake Union streetcars through Seattle would allow those within walking distance of 10 stops with transit access to downtown.  

It would allow routing the Ballard Link to the existing Westlake station avoiding the cost and disruption from implementing the one or two light rail stations in the area as well as the new Westlake Station.  Not having to wait for the second tunnel would allow Ballard and South Lake transit service into downtown Seattle ten years earlier at a fraction of the second tunnel cost.

Commuters from Capitol Hill would benefit from not being “crowded out” by riders added by light rail extensions beyond UW.  Those riders as well as those along the entire 10-stop First Hill route would benefit by having streetcar access through downtown.  The connection would attract more riders to both streetcar routes, especially First Hill commuters having routes to South Lake Union. All those riding streetcars would also avoid the hassle of needing to use the DSTT stations for the return routes. Thus, the streetcar connection is a far better option than the second tunnel for commuters from Ballard, South Lake Union, and along First Hill route.

 

Meanwhile current commutes from SeaTac and beyond would benefit if both the East Link and West Seattle links were terminated at existing CID. Those needing to go beyond CID could use existing DSTT.  Terminating East Link at CID avoids current commuters losing access to half the DSTT trains. Terminating West Seattle at CID avoids forcing those commuters to share the remaining capacity with West Seattle commuters until the second tunnel is complete. 

 

Using the existing CID station for east side and West Seattle commuters would provide the “near CID station” residents in the area have spent a year requesting.   Even board members Seattle Mayor Bruce Harrel and System Expansion Committee chair, Claudia Balducci, called it “a once in a lifetime opportunity to create a space for people to transfer from light rail to light rail, to Sounder and Amtrak".  

 

The bottom line is the benefits from the streetcar connection dwarf those of the second tunnel. That they do so at a fraction of the cost in far shorter time with far less disruption to downtown Seattle.  There would have been no second tunnel if 70% of Seattle voters had not approved ST3 in 2016. They deserve better.

Mayor Harrel has included the streetcar connection in his Downtown Activation Plan.  He can use his position on Sound Transit Board to advocate for using some of the nearly $8 billion Sound Transit will spend on its 2024-2029 Transit Improvement Plan to help fund the streetcar connection.  He owes his constituents and the Seattle Times Traffic Lab, its readers, to advocate for the streetcar connection.