ST Needs to Study No 2nd Tunnel Option

The March 9^th Sound Transit System Expansion Committee meeting typified the committee's approach to the second tunnel and CID station locations.  As with the previous 6 months of meetings, most of the “public comment” period was filled with those concerned with the disruptions associated with implementing stations with access to the second tunnel. 

The “public comment” was followed by Business Items, “For committee final action” detailing the need “For recommendation to the board”. The first being the following:

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 

The presentation began with charts showing “cost and schedule” risks and that a project budget, $12.2 billion, was established during realignment.  That the “Construction Phase” for some of the options “required additional time”.  That the March 9^th meeting was to make a recommendation for the “preferred alternative” to the Board for approval during their March 23rd meeting.

 

The presentation response to the Public Comment concerns was a “Community feedback themes’’ chart that included the following:

 

Strong interest in supporting economic health of small businesses and maintaining cultural hub, avoiding displacement of businesses and residents

 

Only Sound Transit would call the months of objections as “Strong Interest”. Yet the presentation didn’t include any response to the “strong interest”, choosing instead to propose, ”Activation of Union Station and surrounding plazas”.  That activation involving “engagement with community to clarify scope and schedule of such improvements as well as funding and partnership opportunities” could proceed “Regardless of station location”

 

Sound Transit’s presentation regarding M2023-18 included a chart, “CID transfer comparison” of four alternative station locations.  Sound Transit’s preferred alternative was a “North of CID” adjacent to Pioneer Square and South of CID.  It was detailed in a chart, “North of CID station PX opportunities,” with escalators providing access to streets and a 400-foot walk to the  existing Pioneer Station.

 

The Seattle Times had responded to this option with a Traffic Lab Feb 20 headline, “Will a new light-rail station land in Pioneer Square?” with the following:

 

Leaders promised a second International District/Chinatown station near the existing light-rail stop, creating a giant hub where 60,000 people a day come or go. But the transit board is suddenly entertaining suggestions to shift the hub north to Pioneer Square.

 

The Sound Transit rationale for the Pioneer Station over the CID 4^th Ave was an “Example modified preferred alternative” chart including 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. Still the committee unanimously approved M2023-18 without “Confirming or modifying the preferred alternative light rail route”.

 

The bottom line is Sound Transit intends to decide on March 23^rd whether to spend most of the $12.2 billion over the next 6-7 years on a tunnel without a new CID station or 10-12 years disrupting 4^th Ave for a tunnel with the new CID station.  

 

They need to consider a 3^rd option, terminate East Link at existing CID station, terminate Ballard Link at existing Westlake station, and avoid the need for a 2^nd tunnel.  Doing so would mitigate those concerned about implementing new stations, avoid spending billions and years of disruption, and avoid problems with east side to south Seattle connections.  

 

Terminating East Link at CID and Ballard extension at Westlake would allow both routes to adjust number of cars in each train and train headways to meet local demand, not what the extensions to Lynnwood and SeaTac require.  (Sound Transit might consider terminating West Seattle link at Sodo) 

 

The Northgate Link debut has demonstrated light rail train ridership is severely limited by lack of access.  The limited number of East Link, Ballard, West Seattle, Lynnwood, and Federal Way extension stations don’t have the access needed to require a 2^nd tunnel for transit between CID and Westlake.

 

That’s the information Sound Transit should provide to the board on the 23^rd.