The focus of this Nov. 16th meeting was construction scheduling and impacts, and we didn’t cover it. Materials are available online.

For me, the most exciting news is that North Link tunneling will be done in 2018 2017, three four full years before the line opens. When that happens, the last major piece of technical risk will be overcome on the most important transit project in the state.

29 Replies to “Brooklyn Station Construction”

    1. Thanks, fixed. The 2017 figure Roosevelt – UW; 2018 gets them all the way to north portal.

      1. Does anyone know where the Husky Stadium switch will be installed? If it’s north of the station, why can’t they run service to Brooklyn first while they finish up Roosevelt Station?

      3. oh yea … unless things have changed … there will be no switches between the one south of UW / Husky Stadium and the one to the south of Northgate Station … which may save money … but has the potential of messing things up when a track needs to go out of service during operating hours (trains will have to reverse-run through 4 stations before they can get back onto the correct track)

    1. The stations can’t be built until the tunnel boring is done. In the tunnels themselves, track needs to be installed along with signaling and electrification. Then when all that is done, the system needs to be tested.

    2. easy … the tunnel as bored is a round tube. In it they have to pour the concrete track bed, install drainage systems, fire suppression systems, the track itself, the OCS system, the signal system, etc …

      then they have to test everything and all the systems separately … I would imagine that they have to train the local fire stations with how to evacuate people and/or tend to accidents in the new portion of the route

      they have to make sure the rails are properly aligned and they have to test move actual LRVs to make sure that there are no clearance issues and that the LRVs can move freely …

      then they have to train the operators and make sure there are no other bugs …

      of course this doesn’t even consider what they have to do to make sure the stations are usable and safe

      1. Hrm, still I’m quite sure they could shorten up the critical path to getting this done up and running. That being said I’ven’t looked at the work breakdown structure or Gnatt chart of this project. I’d be interested in it, but I bet my brain would explode looking at it as well..

    3. Nicholas

      This is Seattle and we cannot do anything quickly! When we do, though, we make great stuff so it is a trade between pedestrian and mundane and slow but great. I do agree though, that we could do these things quicker if we didn’t have to ask the public’s opinion every five seconds.

  5. Pingback: Brooklyn Station Construction – Seattle Transit Blog | Construction Agenda - Building Journal

  7. Any idea on what allowed speeds will be on the segments from Westlake to Brooklyn (and beyond)?

      1. It’s one of the reasons I avoid the tunnel like the plague (lack of being able to browse the web, check one bus away, etc).

  9. Apparently light rail will be traveling at warp speed between Roosevelt and Westlake as the North Corridor brochure says 45 minutes to SeaTac Arpt. Current trains from Westlake take 38-39 minutes on the schedule. If my math is correct that 4 stops and 5 miles in 6 minutes flat.

    1. I think they assume the buses will be kicked out of the tunnel, which will decrease the Westlake-to-Seatac portion of that trip.

    2. The schedule is 36 minutes. The operation plan indicates there is about 3 minutes of padding in that schedule for bus/train interaction in the tunnel.

      1. So if you kick out the buses, that leaves 9 minutes from Roosevelt to Westlake. Which is actually 3 stops, not 4 as MIke said, because you can’t count Roosevelt.

        Sounds about right to me. Or perhaps I should say it at least sounds consistent with ST’s marketing throughout the entire project.

      2. Also,
        The trains may be able to travel through the DSTT faster once buses are gone. Now the train does not seem to go much faster than 20-25 MPH in the tunnel. In the beacon hill tunnel it goes much faster. Traveling faster in the downtown tunnel will decrese current times as well.

      3. After Roosevelt, it stops at Brooklyn, UW, Broadway, and Westlake (4).
        I didn’t know about the padding. Thanks.

      4. The time from Westlake to Lynnwood is 28 minutes. I think I remember 3 minutes to Capitol Hill, 8 minutes to UW, and 14 minutes to Northgate. That would put Roosevelt at around 12 minutes. That would make for 53 minutes from Roosevelt to SeaTac (12 + 38 + 3 padding). Lynnwood is expecting it to take an hour to get to SeaTac (and is excited about that). 28 + 37 + 3 = 68 minutes, or just over an hour.

  10. If U-Link opens in 2016, how will Sound Transit be able to remove its boring machine if tunneling starts in Roosevelt and emerges on to the platform at Husky Stadium? At Husky Stadium, are they building an equivalent of the Pine Street Stub at Westlake?

    1. They’re building a box north of Husky Stadium station where the TBM will break through and be extracted.

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