More on Avoiding 2nd Tunnel

The previous post opined Sound Transit needed to consider not implementing a second transit tunnel under Seattle.  It was submitted as a Comment to the Sound Transit Board for their March 23^rd meeting in response to the following item on the meeting’s agenda “For recommendation to the board”

 

Motion No. M2023-18: Confirming or modifying the preferred alternative light rail route and station locations for the Ballard Link Extension for additional environmental review, including preparation of a Final Environmental Impact Statement -- Materials 
Forthcoming”

 

It’s the same motion Board’s System Expansion Committee approved during the March 6^th meeting.  Sound Transit’s rationale for the preferred alternative” the “North of CID” adjacent to Pioneer Square and South of CID” included the following:

 

 Construction duration of 6-7 years is less than 10-12 years and avoids disruption of major traffic spine 4^th Ave

 

The committee’s response after the presentation suggested they weren’t prepared to make a final recommendation.  That the next two weeks should be used to provide additional information to the Sound Transit 23^rd board meeting.   The post opined the “additional information” should include the results of a “no second tunnel” option.

 

This post provides more details as to why there’s no need for a second tunnel or new stations needed for access.  The Sound Transit Link problem is ridership is limited by the high cost of implementing light rail stations in an urban area.  That not enough commuters live within walking distance of proposed stations to justify the cost of a second tunnel for routing light rail beyond Westlake or Chinatown station.  (Sound Transit refuses to release quarterly Service Delivery Performance Reports showing lack of access to three added Northgate Link stations limited ridership to a fraction of the 41,000 to 49,000 predicted)

 

For example, terminating the Ballard Link at existing Westlake station would allow its operation in number of cars in each train and headways between trains to meet demand from those able to use limited number of stations.  Those needing to go beyond Westlake could easily transfer to Link 1 Link. Sound Transit plans for a second tunnel would require its operation be sized by demand from Federal Way and beyond.  

 

Terminating the Link at the existing station avoids the high cost and delay of the second tunnel and the high operating costs of 4-car light rail trains from Federal Way to Ballard, especially during off peak operation.  The Federal Way trains would be routed through existing tunnel to Everett.

 

Terminating West Seattle Link at either the existing Chinatown or SODO stations provides the same benefits to its operation.  No costly delays for a second tunnel, its operation matched to West Seattle demand not Everett, and far lower operating costs.

 

Terminating East Link at Chinatown mitigates Sound Transit’s biggest debacle, the decision to divert half the trains through the existing tunnel across I-90 Bridge.  There was never any justification to halve Central Link routes to allow routing East Link trains beyond Chinatown station to Northgate and beyond.  (I spent more than a decade riding I-90 buses to Chinatown to transfer on 2^nd Ave to bus routes to near Boeing Field.)  

 

The need to redo the East Link track attachments has delayed demonstrating the debacle from June 2023 to 1Q 2025.  However, Sound Transit plans for a Starter Line Link operation next year will demonstrate that lack of access between Redmond Technology Center and South Bellevue P&R severely limits ridership.  That 4-car light rail train operating costs will dwarf farebox recovery. Terminating East Link at existing Chinatown station allows Sound Transit to schedule operation that meets the demand.  Next year’s Starter Link operation will allow time to do so.

 

The bottom line is the limited number of stations limits access to light rail into Seattle.  That the existing tunnel can accommodate those who need to go beyond Westlake or Chinatown stations.  Avoiding the need for a second tunnel saves billions and years in providing that access.