Dan Strauss invited Sound Transit board members, city officials, and state officials to a Ballard Link Extension (BLE) Community Forum Monday to provide the public with information on the Ballard Link extension plans. The Nordic Museum’s auditorium was packed with residents from Ballard and along the route as well as from the Eastside and even Tacoma. After short opening remarks from the officials, Sound Transit CEO Constantine introduced Brad Owen (acting Chief Delivery Officer, former Los Angeles Metro), Lauren Matthias (who joined the BLE team as Project Director from Vancouver’s Broadway SkyTrain) and Dan Turner (long time BLE Project Manager). Then Dan Strauss took questions from the audience.
While many aspects were discussed, it became clear that Sound Transit does not envision any major changes but is focusing on reducing the cost of the project as envisioned. They are hoping Olympia will enact increasing debt allowance (by borrowing for 75 years instead of 40, which effectively reduces debt burden by $1b) and a better federal funding environment (faster grants).
Brad Owen pointed out that they already reduced the West Seattle Link Extension (WSLE) cost by $2b (after the cost had quadrupled). He said that they have already identified potential savings of $1-3b for BLE (such as a smaller trapezoidal Seattle Center station). They have just concluded an industry request for information (RFI). Some suggestions (from Alstrom, contractors, and others) had already been incorporated; others will be. In order to deliver BLE by 2042, they need to shed about $10b, otherwise it may take longer. The audience voiced concerns whether more stations would get dropped (such as Avalon and South Lake Union), and asked why WSLE was prioritized over BLE when estimates for BLE ridership are four times as high. Brad Owen pointed out that projects usually get phased in (such as L.A.’s Purple Line) and WSLE was approved first.
ST has studied automated trains. As those could not interoperate with the Rainier Line, it could only work from Ballard to Westlake and would require different trains and a separate maintenance facility. They don’t think the existing tunnel can be tapped safely to reach the existing SODO maintenance center. They would lose the regional funding (49%) currently committed for the second downtown tunnel. Brad Owen said: “In order to introduce new trains, you have to isolate the line, meaning Ballard to West Seattle, not the line extension, as it’s currently planned… Even with $2b savings for station size, we would introduce less capacity to the system and need new fleet and maintenance upgrades. It won’t actually reduce cost. We have already started to reduce the station size such as in Alaska Junction station.”
They have not studied an elevated alternative as it would require that they start the project from scratch (new scoping document). Downtown is too tight for big guideways to meet NEPA requirements (such as fire code) and would require too much utility relocations and disturbance.
While transit riders wait for BLE, somebody asked for Metro/SDOT to provide some mitigation until the line becomes available. The mayor promised to look into adding more bus lanes and discuss service improvements with Metro. Dan Strauss pointed out that express lines were cancelled during Covid and are still not reestablished. It will be important to get the Seattle Transit Measure passed and then work with Metro. KCC Baron mentioned that Metro will start a major restructure next year.
Dan Strauss reaffirmed to the audience that failure is not an option.
Thanks for the summary!
SS DD — Exactly what I expected.
It strikes me as fundamentally hypocritical to say that it will take several years to get the money lined up yet there isn’t time to go back to the drawing board. Did anyone dare to point this out at the meeting?