Sound Transit委员会在2022年7月28日确定了West Seattle Link扩展项目的首选方案，并在2023年3月23日确定了Ballard Link扩展项目的首选方案。如需了解详情，请查看2022年7月的新闻稿与委员会动议，以及2023年3月的新闻稿与委员会动议。Sound Transit员工正在努力更新此网站，以反映最新的委员会动议。

欢迎

关于本项目

West Seattle和Ballard Link扩展项目将为整个地区密集的住宅和就业中心提供快速、可靠的轻轨连接点。此外，西雅图市区新的轻轨隧道将提高整个区域系统的运能，以使系统高效运转。此两项独立的轻轨扩展项目属于2016年11月获选民批准资助的区域《Sound Transit3号议案》(Sound Transit3, ST3) 配套措施的一部分。

West Seattle Link 扩展项目
- 从 Seattle 市中心到 West Seattle's Alaska Junction 街区新建 4.7 英里的轻轨服务。
- 其中包括四个从 SODO 到 Alaska Junction的新车站。
Ballard Link 扩展项目
- 从 Seattle 市中心到 Ballard 新建 7.1 英里长的轻轨服务，包括一条新的 Seattle 市中心铁轨专用隧道。
- 其中包括Chinatown - International District与 Market Street 之间的九个新车站。

关于本项目

初次接触本项目，想要了解更多相关背景？请访问项目概述快速进行了解。

概述

2019年，Sound Transit委员会在《环境影响报告草案》 (Draft EIS) 中研究并确定了首选方案和其他备选方案，该草案于2022年1月28日公布，随后进行了90天的公众评议期。《环境影响报告草案》评估了备选方案为自然和人造环境以及交通运输系统带来的潜在影响和效益，并确定了潜在的缓解措施。

在对《环境影响报告草案》以及对来自部落、公众和机构合伙人的意见进行审议后， Sound Transit委员会针对West Seattle Link扩展项目确定了首选方案，并要求对Ballard Link扩展项目进行进一步研究。参阅我们的新闻稿和委员会动议，了解有关Sound Transit委员会的更多行动。 

在预计将于2023年底公布的《环境影响报告终案》中，Sound Transit将对在《环境影响报告草案》公众评议期间收到的意见作出回应。在公布《环境影响报告终案》后，Sound Transit委员会将选择即将建设的项目。草案的机构和公众意见总结报告将提供评议主题的概览，并附上收到的所有意见的附录。

Two people looking at a project handout together. — West Seattle和Ballard Link扩展项目将为整个地区密集的住宅和就业中心提供快速、可靠的轻轨连接点。

时间表

2016年选民批准

2017年至2023年规划

备选方案开发
ST委员会确定首选方案
《环境影响报告草案》
ST委员会修改了针对West Seattle Link扩展项目的首选方案
ST委员会确认或修改了针对Ballard Link扩展项目的首选方案
《环境影响报告终案》
ST委员会选择建设项目
联邦运输委员会发布决议记录

2023年至2026年（West Seattle 扩展项目）及2023年至2027年（Ballard 扩展项目）设计

获得最终设计方案与施工合同
取得土地使用权和施工许可证
物业收购 / 搬迁
公共设施预搬迁/早期工作合同

2026年至2032年（West Seattle 扩展项目）及2026年至2037-2039*年（Ballard 扩展项目）施工

为建设和运营轻轨导轨而进行的必要的拆除和清理工作
土方工程，例如雨水系统、立柱底座、挡土墙和隧道
导轨与车站建设
持續與受工程影響單位進行溝通
安全教育
测试和准备工作

2032年（West Seattle 扩展项目）及2037-2039*年（Ballard 扩展项目）开始营运

*Ballard Link 扩展项目： 最新预测 Ballard Link 扩展项目的负担能力缺口约18 亿美元。为实现 2037 年交付目标，Sound Transit希望透过提高地区、州和联邦机构的资金和赞助，以弥补项目负担能力的缺口。同时， Sound Transit 委员会将采纳由合作伙伴和公众提出的调整方案，以减低项目的成本。如果无法弥补此缺口，根据目前Sound Transit的财务负担能力预测，Smith Cove站将于2037年率先投入服务， Ballard站则于2039 年才开始营运。了解更多重新调整的详情。

An image of the West Seattle and Ballard Link Extensions project map that displays the preferred alternatives and other alternatives we are currently evaluating. The map also includes station locations, and describes if an alternative is elevated, in a tunnel or at-grade. — 我们目前正在评估的首选方案与其他备选方案。

了解有关备选方案的更多信息

选择以下句段以查看路线和车站选项以及环境影响报告草案备选方案的高级别比较。

Interbay/Ballard
South Interbay
Downtown
Chinatown-International District
SODO
Duwamish
Delridge/West Seattle Junction

环境评审期间的公平性和包容性

Sound Transit 致力于以项目沿线社区为中心，让有色人种和低收入人群加入整个公众参与过程。在环境评审流程当中，Sound Transit 将进行环境正义分析，该分析将包含在环境影响报告草案中。分析结果如下：

描述项目沿线地区的人口结构。
评估此项目是否会对有色人种社区和低收入人口社区造成失衡的影响。
考虑潜在的项目效益，例如提供了更佳的机会。
记录我们在让有色人种社区和低收入人口社区参与规划流程方面所作出的努力，以及我们通过拓展工作所获得的信息。

除环境影响报告草案环境正义分析外，Sound Transit 与 City of Seattle 已通过合作将种族平等助手 (Racial Equity Toolkit, RET) 应用在每个规划阶段，包括之前的备选方案开发阶段与环境评审阶段。 RET 布局整个过程并提出一系列问题来指导项目的发展、实施和评估过程，以此推进种族平等。 RET 进程在项目开发的早期就已开始，针对数据分析、技术评估以及社区参与的重点和程度提供相关信息。在环境评审阶段，RET 以该项目的环境正义评估为基础，记录潜在的项目影响和益处，以及社区反馈。然而，由于 RET 进程的指导框架与 EIS 环境正义要求不同，关于 RET 进程和结果的报告在结构上也有所不同，并围绕着项目的 RET 结果而展开。关于过程、要求、成果和调查结果的 RET 报告草案现已公布。

Interbay/Ballard 备选方案

Seattle西北部的Ballard、Interbay和Smith Cove车站地图，其中粉红色线代表首选方案、棕色线代表由第三方提供资金的首选方案，而蓝色则线代表其他《环境影响报告草案》(EIS草案) 的备选方案。线条表示高架、地面和隧道的备选方案。更多详细信息请参阅以下文字说明。点击放大 — 点击以放大

Ballard和Interbay区段14th Avenue高架备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
14th Avenue高架备选方案将由平行于BNSF铁路公司轨道的高架导轨上方越过West Dravus Street，然后向东北方向弯曲，到达Interbay车站。车站将刚好位于West Dravus Street以北的铁轨和17th Avenue West之间。该备选方案将继续从Interbay车站向东北方向通过Emerson Street交叉道，然后向北弯曲，在Ballard桥（15th Avenue大桥）东侧的固定跨度桥梁上跨越Salmon Bay。备选方案路线将继续通过14th Avenue Northwest的右侧向北延伸，然后转换到Northwest Market Street以南的道路东侧边缘。Ballard车站将位于14th Avenue Northwest的东侧，横跨Northwest Market Street 。高架轨道末端将沿14th Avenue Northwest的东侧延伸至车站以北，然后弯向西侧至车行道中央上方处终止。

Ballard和Interbay区段14th Avenue隧道备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
14th Avenue隧道备选方案将穿越West Dravus Street的下方，进入平行于BNSF铁路公司轨道的保留通道，然后向东北方向弯曲，到达Interbay车站。车站将位于West Dravus Street以北，17th Avenue West以及Thorndyke Avenue West之间的保留通道处。备选方案将从Interbay车站的保留通道处继续延伸到15th Avenue West和Thorndyke Avenue West之间的隧道入口。该隧道将在Emerson Street交叉道下方往东北方向延伸，通过Salmon Bay下方（Ballard大桥以东），然后在14th Avenue Northwest下方向北弯曲，到达Northwest Market Street。该车站将位于14th Avenue Northwest和Northwest Market Street的下方。轨道末端将延伸到车站北面的14th Avenue Northwest下方。

Ballard和Interbay区段15th Avenue隧道车站选项的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
15th Avenue隧道的车站方案的Interbay站和隧道路线将与14th Avenue隧道备选方案相同，直到隧道入口以北，于该处，此方案将在Salmon Bay下方向北延伸，并于15th Avenue Northwest东侧的隧道中继续延伸，直通Ballard站。该车站将位于15th Avenue Northwest的东方和Northwest Market Street的南方。轨道末端将延伸到车站北侧15th Avenue Northwest的东侧地下。

Ballard和Interbay区段14th Avenue高架备选路线方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
14th Avenue高架备选路线方案是连接South Interbay区段的Prospect Street车站/15th Avenue备选路线与过渡到Salmon Bay的14th Avenue高架备选方案的设计方案。该路线将从15th Avenue West的Interbay车站北侧开始。该路线将延伸到15th Avenue West和West Emerson Street交叉口东北方向的高架导轨上，并将连接到14th Avenue的路线横跨Salmon Bay。横跨Salmon Bay的桥梁和朝向北面的高架导轨将与14th Avenue高架备选方案相同。

Ballard和Interbay区段15th Avenue高架备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
15th Avenue高架备选方案将于15th Avenue West的中间穿过West Dravus Street。Interbay车站将架高至15th Avenue West上方，横跨West Dravus Street。该备选方案将继续从15th Avenue West西侧的Interbay车站沿高架导轨往上爬升，并爬升至穿越过Emerson Street交叉道。从该交叉道出发，此备选方案路线将跨越Ballard大桥以西的渔人码头 (Fishermen’s Terminal) 之东侧，并通过一座可移动的桥梁跨越Salmon Bay。备选方案路线将沿该桥继续向北延伸，通过15th Avenue Northwest西侧的高架导轨，并在Northwest 52nd Street附近过渡到15th Avenue Northwest的东端。Ballard车站将高架于Northwest Market Street以南的15th Avenue Northwest东侧边缘之上。高架轨道末端将沿15th Avenue Northwest东端的右侧向车站以北延伸。

Interbay/Ballard备选方案的比较

This slide is a comparison table with a summary of project considerations for alternatives in Interbay/Ballard. It focuses on the performance level of each alternative for each of the project considerations and comprises a 5-column, 6-row table. The column headers read: Elevated 14th Avenue, Tunnel 14th Avenue, Tunnel 15th Avenue Option, Elevated 15th Avenue, Elevated 14th Avenue Option (from Prospect/15th). The row headers read: Project cost (2019 in billions), residential displacements, historic property effects, employee displacements, in-water effects, and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the Elevated 15th Avenue, Tunnel 14th Avenue, and Elevated 15th Avenue alternatives perform highest by being the lowest in cost. For residential displacement, The Tunnel 14th Avenue and Elevated 15th Avenue best mitigate residential displacement, performing the highest. The Tunnel 14th Avenue and Tunnel 15th Avenue Option affect the least number of historic properties, performing highest. The Tunnel 14th Avenue, Tunnel 15th Avenue Option, and Elevated 14th Avenue Option (from Prospect /15th) perform highest at the amount of employees displaced. The Tunnel 14th Avenue and Tunnel 15th Avenue alternatives produce no in-water effects. The Tunnel 14th Avenue alternative performed highest overall. The information provided within each cell reflect the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — 点击以放大

The slide is labeled Elevated 14th Avenue and includes a single column table with six rows on the left and the Elevated 14th Avenue route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 104 residential unit displacements. Row 3: 5 historic properties affected. Row 4: 600 employee displacements. Row 5: In-water effects (permanent) – 0.7 acres. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing to an area in Interbay near the proposed route along 11th Avenue, the text reads “multi-family buildings.” There are three callout boxes pointing to the river, with a water drop icon, which indicates in-water effects. The texts read: “Habitat”. “Navigation”. “Tribal Fishing Treaty Rights”. There are two callout boxes with magnifying glass icons, which indicates other considerations. One is pointing to Ballard waterline adjacent to the river. The text reads: ”boat ramp and stormwater outfall relocation.” The other callout box is pointing to both sides of the river. The text reads: “Maritime business displacements.” — 点击以放大

The slide is labeled Tunnel 14th Avenue and includes a single column table with six rows on the left and the Tunnel 14th Avenue route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 14 residential unit displacements. Row 3: 2 Historic property effects – 2 properties. Row 4: 380 Employee displacements. Row 5: No permanent in-water effects. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. — 点击以放大

The slide is labeled Tunnel 15th Avenue Station Option and includes a single column table with six rows on the left and the Elevated 14th Avenue route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.7 billion. Row 2: Twenty-one residential unit displacements. Row 3: One historic property is affected. Row 4: 370 employee displacements. Row 5: No permanent in-water effects. Construction Effects See Map. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with one callout box. The callout box has a magnifying glass icon, which indicates other project considerations. It is pointing to the proposed station in Ballard and the text reads: “Construction closures on 15th.” — 点击以放大

The slide is labeled Elevated 14th Avenue Option (from Prospect/15th) and includes a single column table with six rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.6 billion. Row 2: 136 residential unit displacements. Row 3: Six historic properties effected. Row 4: 390 employee displacements. Row 5: In-water effects (permanent) – 0.7 acres. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing to an area in Interbay near the proposed route along 11th Avenue, the text reads “multi-family buildings.” There are three callout boxes pointing to the river, with a water drop icon, which indicates in-water effects. The texts read: “Habitat”. “Navigation”. “Tribal Fishing Treaty Rights”. There are two callout boxes with magnifying glass icons, which indicates other considerations. One is pointing to Ballard waterline adjacent to the river. The text reads: ”boat ramp and stormwater outfall relocation.” The other callout box is pointing to both sides of the river. The text reads: “Maritime business displacements.” — 点击以放大

The slide is labeled Elevated 15th Avenue and includes a single column table with six rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 11 residential unit displacements. Row 3: Seven historic properties effected. Row 4: 600 employee displacements. Row 5: In-water effects (permanent) – 0.8 acres. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with seven callout boxes. One callout box has a historic building icon, which indicates historic property effects. It is pointing to the Fisherman’s Terminal and the text reads “Historic District.” Another callout box has a people icon, indicating employee displacement. It is pointing to an area just east of the proposed station in Ballard and the text reads ”Commercial Complex 410”. There are three callout boxes pointing to the river, with a water drop icon, which indicates in-water effects. The texts read: “Habitat”. “Navigation”. “Tribal Fishing Treaty Rights”. There are two callout boxes with magnifying glass icons, which indicates other project considerations. One is pointing to the Ballard waterline just north of West Seattle Bridge. The text reads: ”Delays to bridge openings”. The other callout box is pointing to both sides of the river. The text reads: “Maritime business displacements.” — 点击以放大

South Interbay 备选方案

South Interbay (Smith Cove) 区段Galer Street车站/Central Interbay备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
Galer Street车站/Central Interbay备选方案的隧道将在市区区段的Republican Street下方由2nd Avenue West到5th Avenue West东侧的隧道入口继续延伸。自隧道入口处，备选方案路线将变为高架，并穿过Elliott Avenue West的西侧，继续向西北方向延伸。导轨将穿过Elliott Avenue West的东侧，靠近West Mercer Place，并在Elliott Avenue West东侧和Kinnear公园之间继续向西北延伸。在Kinnear Park以北，路线将过渡到Elliott Avenue West的西侧，进入Smith Cove车站。Smith Cove车站将高架于West Galer Street大桥之上。从Smith Cove车站出发，高架轨道将穿过Magnolia大桥，沿着BNSF铁路轨道的东侧继续向北延伸至West Armory Way。从West Armory Way开始，该路线将沿Interbay Golf Center和Interbay Athletic Complex的西端继续向北延伸。高架导轨将继续跨越West Dravus Street，并连接到Interbay/Ballard区段的14th Avenue高架备选方案路线。在Interbay/Ballard区段，该备选方案将与隧道备选方案（14th Avenue隧道备选方案和15th Avenue隧道的车站方案）连接，然后沿着Interbay Athletic Complex从高架过渡到地面，继续在West Dravus Street下方延伸。

South Interbay (Smith Cove) 区段Prospect Street车站/15th Avenue备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
Prospect Street车站/15th Avenue备选方案的隧道将在市区区段的Republican Street下方由2nd Avenue West到5th Avenue West东侧的隧道入口继续延伸。自隧道入口处，备选方案路线将变为高架，并穿过Elliott Avenue West的西侧，继续向西北方向延伸。导轨将穿过Elliott Avenue West的东侧，靠近West Mercer Place，并在Elliott Avenue West东侧和Kinnear Park之间继续向西北延伸。它将进入位于Elliott Avenue West东侧的Kinnear Park北侧的Smith Cove高架站。该站将位于West Prospect Street以北。从Smith Cove站开始，高架导轨将继续沿Elliott Avenue West的东侧向西北方向延伸，过渡到沿Southwest Queen Anne Greenbelt边缘的保留通道，然后转向北，过渡到West Newton Street附近的15th Avenue West中央处。它将继续通过15th Avenue West中间的高架导轨延伸至West Barrett Street。此备选方案路线仅与桥梁替代方案路线（Interbay/Ballard区段的14th Avenue高架替代路线方案和15th Avenue高架备选方案）连接。

South Interbay (Smith Cove) 区段Prospect Street车站/Central Interbay备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
Prospect Street车站/Central Interbay备选方案的隧道将通过市区的2nd Avenue West区段到位于Kinnear Park的西北边缘、West Prospect Street以南的Elliott Avenue West东侧的隧道入口，继续在West Mercer Street下方延伸。该备选方案将自位于West Prospect Street以北的Smith Cove站保留通道处的隧道入口继续向北延伸。车站将位于保留通道处，而备选方案将沿着Southwest Queen Anne Greenbelt边缘的保留通道处继续向北延伸。该备选方案将在West Howe Street附近过渡到高架导轨，并在West Armory Way穿过15th Avenue West，沿West Armory Way北侧向西北方向延伸。从West Armory Way开始，该备选方案将沿Interbay Golf Center和Interbay Athletic Complex的西端继续向北延伸，然后继续穿过West Dravus Street，与14th Avenue高架备选方案的路线连接。在Interbay/Ballard区段，该备选方案将与隧道备选方案（14th Avenue隧道备选方案和15th Avenue隧道的车站方案）连接，然后沿着Interbay Athletic Complex从高架过渡到地面，然后继续在West Dravus Street下方延伸。

South Interbay备选方案的比较

This slide is a comparison table with a summary of project considerations for alternatives in South Interbay. It focuses on the performance level of each alternative for each of the project considerations and comprises a 3-column, 7-row table. The column headers read: Galer Street Station/Central Interbay, Prospect Street Station/15th Avenue, and Prospect Street Station/Central Interbay. The row headers read: Project cost (2019 in billions), residential displacements, historic property effects, park effects (permanent), biodiversity effects (permanent), roadway effects (permanent), and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the Galer Street Station/Central Interbay alternative performs highest by being the lowest in cost. For residential displacement, the Prospect Street Station/Central Interbay would displace the fewest residential units, performing the highest. It also performs highest in the number of historic properties it would affect. Prospect Street Station/15th Avenue performs highest in permanent park effects, by having the least amount of parkland affected among the alternatives. Galer Street Station/Central Interbay impacts the least amount of biodiversity, performing highest. Prospect Street Station/Central Interbay would have the least effect on the roadway of all alternatives, performing highest. The information provided within each cell reflect the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — 点击以放大

The slide is labeled Galer Street Station/Central Interbay and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.3 billion. Row 2: 140 residential unit displacements. Row 3: Seven historic properties affected. Row 4: 3.1 acres of parkland permanently affected. Row 5: Less than 0.1 acre of biodiversity permanently affected. Row 6: 0.4 Miles of Roadway (Guideway) affected. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with five callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing at an area along 4th Avenue near the proposed route and the text reads “Multi-family buildings.” One callout box has a tree icon, which indicates permanent park effects. It is pointing at the Interbay Golf Center and the text reads “Interbay recreation facilities.” Three callout boxes have a car icon, which indicates roadway effects. Each of the callout boxes point to the proposed route with text that reads: “construction closures on Eliot,” “Complex utility relocations,” and “Left turn restrictions.” — 点击以放大

The slide is labeled Prospect Street Station/15th Ave and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.4 to 1.5 billion. Row 2: 123 residential unit displacements. Row 3: Eight historic properties affected. Row 4: 1.3 acres of parkland permanently affected. Row 5: 4.6 acres of biodiversity permanently affected. Row 6: 1.0 Miles of Roadway (Guideway) affected. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with seven callout boxes. One callout box has a bird icon, which indicates permanent biodiversity effects. It is pointing at an area along the proposed route and the text reads “SW Queen Anne Greenbelt.” One callout box has a tree icon, which indicates permanent park effects. It is pointing at Kinnear Park and the text reads “Kinnear Park.” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the proposed station location and the text reads “Steep slopes.” Three callout boxes have a car icon, which indicates roadway effects. Each of the callout boxes point to the proposed route with text that reads: “construction closures on Eliot,” “Complex utility relocations,” and “Left turn restrictions.” — 点击以放大

The slide is labeled Prospect Street Station/Central Interbay and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 to 1.6 billion. Row 2: 5 residential unit displacements. Row 3: Two historic properties affected. Row 4: 4.5 acres of parkland permanently affected. Row 5: 5.7 acres of biodiversity permanently affected. Row 6: 0.1 Miles of Roadway (Guideway) affected. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a bird icon, which indicates permanent biodiversity effects. It is pointing at an area along the proposed route and the text reads “SW Queen Anne Greenbelt.” Two callout boxes have a tree icon, which indicates permanent park effects. The first callout box is pointing at Kinnear Park and the text reads “Kinnear Park.” The second box is pointing at the Interbay Golf Center and the text reads “Interbay recreation facilities.” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the proposed station location and the text reads “Steep slopes.” — 点击以放大

Downtown 备选方案

位于Seattle的Seattle Center站、South Lake Union站、Denny站、Westlake站和Midtown站的地图，其中粉红色线表示首选方案，蓝色线表示其他《环境影响报告草案》(EIS草案) 备选方案。更多详细信息请参阅以下文字说明。点击放大 — 点击以放大

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5th Avenue/Harrison Street备选方案将是一条隧道，大体上在5th Avenue和Westlake Avenue下由南向北延伸，然后在Harrison Street和Republican Street下方转向西延伸。各车站的位置如下：

Midtown站：该车站将位于5th Avenue的下方，在Columbia Street和Madison Street之间。
Westlake站：该车站将位于5th Avenue的下方，在Pike Street和Pine Street之间。
Denny站：该车站将位于Westlake Avenue的下方，在Denny Way和Lenora Street之间。
South Lake Union站：该车站将位于Harrison Street下方，在Dexter Avenue North和Aurora Avenue North的西端之间。
Seattle Center站：该车站将位于Republican Street下方，1st Avenue North的东侧。

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6th Avenue/Mercer Street备选方案将是一条隧道，大体上在6th Avenue和Terry Avenue下由南向北延伸，然后在Mercer Street下方转向西延伸。各车站的位置如下：

Midtown站：该车站将位于6th Avenue的下方，在Madison Street和Seneca Street之间。
Westlake站：该车站将位于6th Avenue的下方，在Pine Street和Olive Way之间。
Denny站：该车站将位于Terry Avenue North的下方，在Denny Way和John Street之间。
South Lake Union站：该车站将位于Mercer Street北方，在Aurora Avenue North和Taylor Avenue North之间。
Seattle Center站：该车站将位于Mercer Street下方，Warren Avenue North和Queen Anne Avenue North之间。

Downtown备选方案的比较

This slide is a comparison table with a summary of project considerations for alternatives in Downtown. It focuses on the performance level of each alternative for each of the project considerations and comprises a 2-column, 7-row table. The column headers read: 5th/Harrison and 6th/Mercer. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, historic property effects, park effects (permanent), and traffic effects (full closures). Text to the right of the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For lowest project cost, lowest residential displacement, fewest historic properties effected, and fewest park effects considerations, the 5th/Harrison alternative performed highest. The 6th/Mercer alternative affected the fewest number of roadway closures, performing highest. The information provided within each cell largely reflect the information provided in each alternative’s individual table and callout box slide except for some additional connection considerations. The 5th/Harrison alternative connects to all CID alternatives and connects to both Galer Street Stations in South Interbay. The 6th/Mercer alternative connects only to CID shallow alternatives and only to the Prospect Street Station in South Interbay. Please refer to the individual alternatives slides or to the DEIS for further detail. — 点击以放大

The slide is labeled 5th/Harrison and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $4.7 to 4.9 billion. Row 2: Twenty-six residential unit displacements. Row 3: 44 to 46 business displacements. Row 4. Three historic properties affected. Row 5: 0.4 acres of parkland permanently affected. Row 6: Traffic effects (full closures) 5 to 8 roadways would be fully closed. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a tree icon, which indicates permanent parkland effects. It is pointing at the proposed Seattle Center station and the text reads “Seattle Center.” Three callout boxes have a magnifying glass icon, which indicates other project considerations. One box is pointing at the Denny neighborhood and the text reads “Disruption to streetcar operation.” Another box is pointing to an area between the proposed Denny and South Lake Union station and the text reads “Groundborne noise/vibration effects – 2 uses.” The final box is pointing just south of the proposed Seattle Center and the text reads “Groundborne noise/vibration effects – 5 uses.” — 点击以放大

The slide is labeled 6th/Mercer and includes a single column table with seven rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $4.9 to 5.0 billion. Row 2: 167 residential unit displacements. Row 3: 47 business displacements Row 4: Nine historic properties affected. Row 5: 0.6 acres of parkland permanently affected. Row 6: Traffic effects (full closures) 4 roadways would be fully closed. Row 7: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a house icon, which indicates residential displacement. It is pointing at the proposed Midtown station and the text reads “126 Temporary residential displacements.” One callout box has a tree icon, which indicates permanent park effects. It is pointing at the proposed Midtown station and the text reads “Naramore Fountain Park, Freeway Park.” Three callout boxes have a magnifying glass icon, which indicates other project considerations. One box is pointing at the Denny neighborhood and the text reads “Disruption to streetcar operation.” Another box is pointing to an area between the proposed Denny and South Lake Union station and the text reads “Groundborne noise/vibration effects – 2 uses.” The final box is pointing just south of the proposed Seattle Center and the text reads “Groundborne noise/vibration effects – 5 uses.” — 点击以放大

Chinatown-International District 备选方案

Seattle的Chinatown-International District车站地图，其他《环境影响报告草案》(EIS草案) 备选方案以蓝线表示。线条表示隧道备选方案。更多详细信息请参阅以下文字说明。点击放大 — 点击以放大

Chinatown-International District区段4th Avenue Shallow备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
4th Avenue浅层备选方案将从现有Link轻轨沿线以东的South Holgate Street附近的地面开始，并向北延伸。该备选方案将在Edgar Martinez Drive South和South Royal Brougham Way之间引入一条隧道。隧道将继续向西北方向延伸，在South Royal Brougham Way的现有Link轻轨沿线下方延伸，然后在4th Avenue South下方转向北方延伸。Chinatown-International District的新车站将位于现有的Chinatown-International District车站西侧的4th Avenue South下方。4th Avenue South高架桥将拆除并重建，以配合此车站的建设。

Chinatown-International District区段4th Avenue深层车站方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
4th Avenue深层车站方案将从现有Link轻轨沿线以东的South Holgate Street附近的地面开始，并向北延伸。隧道入口将位于South Massachusetts Street附近，隧道路线将开始过渡到比4th Avenue浅层备选方案更南端的4th Avenue South。从Seattle Boulevard South到James Street，路线和车站位置将与4th Avenue浅层备选方案相似，但会通往更深的位置。

Chinatown-International District区段5th Avenue浅层备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
5th Avenue浅层备选方案将从现有Link轻轨沿线以东的South Holgate Street附近的地面开始，并向北延伸。该备选方案将在South Massachusetts Street附近引入一条隧道，并在6th Avenue South下方继续向北延伸。隧道将过渡到Seattle Boulevard South以北的5th Avenue South下方。Chinatown-International District的车站将位于现有的Chinatown-International District车站东侧的5th Avenue South下方。另一个备选方案的路线将过渡到Seattle Boulevard South更北方的5th Avenue，车站入口位置相似。

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第五大道浅层对角式站将与第五大道浅层站一样，除了该轨道将过渡至5th Avenue South以北的Seattle Boulevard South，以及相近的车站出入口位置。

Chinatown-International District区段5th Avenue深层车站方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
5th Avenue深层车站方案大体上会与5th Avenue浅层备选方案的路线相同，但隧道和车站会位于更深的位置。

Chinatown-International District备选方案的比较

This slide is a comparison table with a summary of project considerations for alternatives in the Chinatown-International District. It focuses on the performance level of each alternative for each of the project considerations and comprises a 6-column, 6-row table. The column headers read: 4th Shallow, 4th Deep, 5th Shallow, 5th Shallow Diagonal Station Configuration, and 5th Deep. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, platform access, construction effects, and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the 5th Shallow and 5th Shallow Diagonal Station Configuration alternative perform highest by being the lowest in cost. For residential displacement, all but the 4th Shallow alternative would cause no residential displacement, performing the highest. The 4th Shallow and 4th Deep alternatives performed highest in mitigating business displacement. The 4th Shallow, 5th Shallow, and 5th Shallow Diagonal Station Configuration alternatives all performed highly in platform access. The 5th Shallow Diagonal Station Configuration and 5th Deep alternatives performed highest in construction effects. The information provided within each cell largely reflect the information provided in each alternative’s individual table and callout box slide except for some additional connection considerations for each alternative. The additional considerations for the 4th Shallow alternative include: connects to all downtown alternatives, connects all SODO alternatives, affects Ryerson bus base. The additional considerations for the 4th Deep alternative include: Connects only to downtown 5th Avenue/Harrison Street, connects only to the SODO At-Grade South Station option, displaces Ryerson bus base. The additional considerations for the 5th Shallow alternative include: connects to all downtown alternatives and connects to all SODO alternatives. The additional considerations for the 5th Shallow Diagonal Station Configuration include: Connects to all DT alternatives and connects to all SODO alternatives. The additional considerations four the 5th Deep alternative include: Connects only to Downtown 5th Ave/Harrison St. Connects to SODO At-Grade, SODO At-Grade Staggered Station Configuration and SODO At-Grade South Station Option. Please refer to the individual alternatives slides or to the DEIS for further detail. — 点击以放大

The slide is labeled 4th Shallow and includes a single column table with five rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.8 billion (plus 100 million in additional cost for the preferred alternative in the Downtown Segment as compared to the 5th Shallow connection). Row 2: 120 residential unit displacements. Row 3: 5 to 8 business displacements. Row 4: Construction effects. See map. Row 5: Other considerations. Text below the cross-section cutaway reads: The 4th Avenue Shallow alternative would necessitate reconstruction of the existing Stadium Station. Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with eight callout boxes. Six callout boxes have a traffic cone icon, which indicates traffic effects. The first box is pointing to the existing light rail line south of Stadium Station and the text reads “Link light rail closure ** 6 to 7 weeks.” The second callout box is pointing to the existing Stadium station and the text reads “Closes Stadium Station (up to 2 years). Two boxes are pointing at the proposed Chinatown Station and the texts read: “Detours 15,000 vehicles per day (6 years)” and “Station construction duration (9-11 years).” The next box is just south of the proposed Chinatown Station Seattle Center station and the text reads “Relocates major utilities.” The final construction effects callout box is pointing at the proposed route just north of the proposed Chinatown Station and the textbox reads “Disrupts streetcar operations (2 years).” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the existing Stadium Station and the text reads “Affects Ryerson Bus Base.” — 点击以放大

The slide is labeled 4th Deep Station Option and includes a single column table with six rows on the left and the alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.7 billion plus 200 million to account for additional cost for the preferred alternative in the Downtown segment as compared to the 5th Avenue Shallow connection. Row 2: No residential unit displacements. Row 3: Five business displacements. Row 4: Elevator Only Platform Access. Row 5: Construction Effects See Map. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with six callout boxes. One callout box has a magnifying glass icon, which indicates that it is an additional project consideration. The callout box states “Displaces Ryerson Bus Base” and is pointing to the King County Metro Ryerson Base. The next four callout boxes have traffic cone icons, which indicate that they are construction effects. Two callout boxes point at the proposed light rail station along 4th Avenue and the texts read: “Station construction (duration 8 to 10 years)” and “Detours 30,000 vehicles per day (6.5 years).” The next callout box is pointing to a section of the proposed light rail route just north of the of the proposed Chinatown station and the text reads “Disrupts streetcar operations (2 years). The last construction effects callout box is pointing to a section of the proposed route just south of the proposed station location and the text reads “Relocates Major Utilities”. There is a final callout box that points to the cross-section cutaway of the station with a streetcar icon, which indicates platform access. The text reads “Elevator Only” and is pointing to the proposed Chinatown/International District Station platform. — 点击以放大

The slide is labeled 5th Shallow and includes a single column table with five rows on the left and the 5th Shallow Alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.2 to 1.3 billion. Row 2: No residential units displacements. Row 3: 19 business displacements. Row 4: Construction Effects See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with five callout boxes with traffic cone icons, which indicate that they are construction effects. Three of the callout boxes point to the proposed Chinatown/International District Station along 5th Avenue and the texts read: “Construction duration (8 to 9 years)”; “Detours 5,000 vehicles per day (9 months)”; and “Relocates major utilities and utility corridor”. Another callout box is pointing to a section of the proposed light rail route north of the proposed section and the text reads “Disrupts streetcar operations (6 months)” The final callout box is pointing to an area east of the proposed route and north of I-90 and states “Re-routes trolley bus (to 7th or 8th Ave S).” — 点击以放大

The slide is labeled 5th Shallow Diagonal Station Configuration and includes a single column table with five rows on the left and the 5th Shallow Diagonal Station Configuration route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.2 to 1.3 billion. Row 2: No residential unit displacements. Row 3: 19 business displacements. Row 4: Construction Effects See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail.
The map to the right is overlayed with three callout boxes with traffic cone icons, which indicate that they are construction effects. Two of the callout boxes point to the proposed Chinatown/International District Station along 5th Avenue. The text of the callout boxes read: “Station construction duration (5 to 6 years)” and “Temporary closure 8 businesses (<1 year).” The third callout box points to an area west of the proposed light rail station and the text reads: “Avoids major utility relocations.” — 点击以放大

The slide is labeled 5th Deep Station Option and includes a single column table with six rows on the left
and the 5th Deep Station Option route map to the right, with a cross-section cutaway below. The table has
the following information. Row 1: Project cost (2019 in billions) is $1.3 billion plus 200 million to account
for additional cost for the preferred alternative in the Downtown segment as compared to the
5th Avenue Shallow connection. Row 2: No residential unit displacements. Row
3: Eighteen business displacements. Row 4: Elevator Only Platform Access. Row 5: Construction Effects See
Map. Row 6: Other considerations. Text below the cross-section cutaway reads: Diagrams are not
to scale and all measurements are appropriate. The above information is for illustration only. Please
refer to DEIS for further detail.
The map to the right is overlayed with two callout boxes with orange traffic cone
icons, which indicate that they are construction effects. They both point to
the proposed Chinatown/International District Station along 5th Avenue. The text on the callout boxes
read: “Station construction (duration 6.5 to 7.5 years)” and “Avoids
major utility relocations.”
There is a third callout box that points to the cross-section cutaway of the station with a streetcar icon,
which indicates platform access. The text reads “Elevator Only” and is pointing to
the Chinatown/International District Station platform. — 点击以放大

SODO 备选方案

SODO Seattle的地图，其中粉红色线表示首选方案，蓝色线表示其他《环境影响报告草案》(EIS草案) 备选方案。线条表示高架和地面备选方案。更多详细信息请参阅以下文字说明。点击放大 — 点击以放大

SODO地段的地形替代图和剖面图显示了拟定的路线和高架剖面图。详情请参阅上面的文字说明。点击放大 — 点击以放大
地面备选方案将在SODO Busway的现有Link轻轨线以西的地面延伸，并与之平行。它将从新的South Holgate Street立交桥下穿过，进而与地面的车辆交通分隔开来。SODO站将是地面站，紧靠现有的SODO站以西，South Lander Street以北。该备选方案将继续在South Lander Street下方的地面向南延伸，该 Street道将重建为轻轨的立交桥，进而与地面的车辆交通分隔开来。该轻轨将沿South Lander Street以南的SODO Busway过渡到高架导轨。

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交错车站配置将与地面备选方案(首选方案)一样，除了位于西边的月台将稍为往北移，车站出入口位置一样。

SODO地段南站方案的平面图和剖面图显示了拟定的路线和高架剖面图。详情请参阅上面的文字说明。点击放大 — 点击以放大
除了SODO车站的位置外，地面南车站方案与首选方案基本相同。新的地面车站将紧邻现有的SODO车站以西和以南约200英尺处，就位于South Lander Street以北。现有的SODO站也将移至其现有位置以南200英尺处，与新的SODO站相邻。

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混合型备选方案将在SODO Busway的现有SODO站以北、现有Link轻轨线以西的地面延伸，并与Link轻轨线平行。South Holgate Street将建成一个新的道路上跨交叉口，进而与地面的车辆交通分隔开来。在South Walker Street，路线将过渡到高架导轨，并将继续向南穿过South Lander Street。新的SODO站将在South Lander Street以北架高。该备选方案将于South Lander Street架高，在现有的轻轨在线设置一个如大门一般的地面交叉口，与目前的情况类似。现有的SODO站将按照南车站地面方案进行搬迁，并与新的高架车站于地面相邻。

SODO备选方案的比较

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The slide is labeled At-Grade and includes a single column table with five rows on the left and an At-Grade SODO station location map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $0.6 to 0.7 billion. Row 2: 20 to 32 business displacements. Row 3: Transportation effects. See map. Row 4: Construction Effects. See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a traffic cone icon, which indicates it is a construction effect. It is pointing to a new South Lander Street overpass and the text reads: “South Lander Street closure (2 years)”. One callout box has a magnifying glass icon, which indicates other project considerations.” It is pointing at the New South Lander Street overpass as well as the new South Holgate Street overpass and the text reads: “Two new grade separated crossings.” The final callout box has a bus icon, which indicates transportation effects. It is pointing to the SODO Busway and the text reads: “SODO Busway (permanent closure).” — 点击以放大

The slide is labeled At-Grade Staggered Station Configuration and includes a single column table with five rows on the left and an At-Grade SODO station location map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $0.5-0.6 billion. Row 2: 19 to 31 business displacements. Row 3: Transportation effects. See map. Row 4: Construction Effects. See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with four callout boxes. One callout box has a traffic cone icon, which indicates it is a construction effect. It is pointing to the new South Lander Street overpass and the text reads: “S. Lander Street closure (2 years).” Two callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to the new South Lander Street overpass and the text reads: “Avoids USPS acquisition.” The second callout box pointing at the new South Lander Street overpass as well as the new South Holgate Street overpass and the text reads: “Two new grade separated crossings.” The final callout box has a bus icon, which indicates transportation effects. It is pointing to the SODO Busway and the text reads: “SODO Busway (permanent closure).” — 点击以放大

The slide is labeled At-Grade South Station Option and includes a single column table with five rows on the left and an At-Grade SODO South Station location map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $0.6 to 0.7 billion. Row 2: 17 to 29 business displacements. Row 3: Transportation effects. See map. Row 4: Construction effects. See Map. Row 5: Other considerations. Text below the cross-section cutaway reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. The map to the right is overlayed with three callout boxes. One callout box has a traffic cone icon, which indicates it is a construction effect. It is pointing to a new South Lander Street overpass and the text reads: “S. Lander Street closure (3 years).” One callout box has a magnifying glass icon, which indicates other project considerations. It is pointing at the New South Lander Street overpass as well as the new South Holgate Street overpass and the text reads: “Two new grade separated crossings.” The final callout box has a bus icon, which indicates transportation effects. It is pointing to the SODO Busway and the text reads: “SODO Busway (permanent closure).” — 点击以放大

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Duwamish 备选方案

Seattle西南部的Delridge、Avalon和Alaska Junction车站地图，其中粉红色线代表首选方案、棕色线代表由第三方出资的首选方案，而蓝色线代表其他《环境影响报告草案》(EIS草案) 备选方案。线条表示高架、地面和隧道的替代方案。更多详细信息请参阅以下文字说明。点击放大 — 点击以放大

跨越Duwamish Waterway区段的南交叉口备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 (PDF) — 点击以放大
南交叉口备选方案将从South Forest Street沿现有轻轨西侧的高架导轨继续向南，经过维护基地 (Operations and Maintenance Facility Central)，然后向西南方向穿过Spokane Street大桥和West Seattle大桥的南侧。该备选方案路线将继续向西，向West Seattle大桥的南面延伸。备选方案路线将通过一座固定的轻轨专用桥跨越East Duwamish Waterway、Harbor Island和West Duwamish Waterway。在Duwamish Waterway交叉口以西，该备选方案将以高架导轨及保留通道和填充相结合的方式穿越Pigeon Point的北缘，然后沿着Delridge Way Southwest的高架导轨转向西南方向。

跨越Duwamish Waterway区段的南交叉口南端路线方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
南交叉口南端交汇处路线方案与南交叉口首选方案相同，但它将在Harbor Island南端跨越东、西Duwamish Waterway。

跨越Duwamish Waterway区段的北交叉口备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大
北交叉口备选方案将从South Forest Street沿现有轻轨线西方的高架导轨继续向南，然后在现有West Seattle大桥北方新建一座固定的轻轨专用大桥向西延伸。在穿过West Duwamish Waterway后，该备选方案将穿过West Seattle大桥，在Delridge WaySouthwest向南延伸。

Duwamish备选方案的比较

This slide is a comparison table with a summary of project considerations for alternatives in Duwamish. It focuses on the performance level of each alternative for each of the project considerations and comprises a 3-column, 6-row table. The column headers read: South Crossing Alternative, South Edge Crossing Alignment Option, and North Crossing Alternative. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, maritime business displacements, park effects (permanent), and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the South Crossing Alternative performed highest by being the lowest in cost. The North Crossing Alternative has no project residential displacement impact, performing highest. South Edge Grossing Alignment Option performed higher than the South Crossing or North Crossing alternatives by having the lowest numbers of businesses projected to be displaced. However, the South Crossing Alternative had the fewest number of maritime business displacements. The North Crossing Alternative has no projected permanent park effects, performing highest. The information provided within each cell reflects the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — 点击以放大

The slide is labeled South Crossing Alternative and includes a single column table with five rows on the left and the South Crossing Alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.2 billion. Row 2: 26 residential displacements. Row 3: 36 business displacements. Row 4: 1.5 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Two callout boxes have a tree icon, indicating park effects. The first callout box is pointing to the West Duwamish greenbelt south of the proposed route and the text reads: “West Duwamish Greenbelt. 1.2 acres.” The second callout box is pointing to the T-102 Park and the text reads: “T-102 Park. 0.3 acres.” Two callout boxes have a magnifying glass icon, which indicates other project considerations. One callout box is pointing to the southern portion of Hunter Island, south of the proposed route and the text reads: “BNSF Bridge constructability.” The other callout box is pointing to the intersection of Delridge Way SW and 21st Ave and the text reads “Pigeon Point constructability.” The final callout box has an anchor icon, which indicates maritime-dependent businesses. It is pointing to a port alongside the West Seattle Bridge and the text reads: “Maritime-dependent businesses. 3.” — 点击以放大

The slide is labeled South Edge Crossing Alignment Option and includes a single column table with five rows on the left and the South Edge Crossing Alignment Option route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.3 billion. Row 2: 26 residential displacements. Row 3: 29 business displacements. Row 4: 1.9 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Two callout boxes have a tree icon, indicating park effects. The first callout box is pointing to the West Duwamish greenbelt south of the proposed route and the text reads: “West Duwamish Greenbelt. 1.3 acres.” The second callout box is pointing to the T-102 Park and the text reads: “T-102 Park. 0.6 acres.” Two callout boxes have a magnifying glass icon, which indicates other project considerations. One callout box is pointing to the BSNF Bridge and the text reads “BNSF Bridge constructability.” The other callout box is pointing to the intersection of Delridge Way SW and 21st Ave and the text reads “Pigeon Point constructability.” The final callout box has an anchor icon, which indicates maritime-dependent businesses. It is pointing to a port on the southern point of Hunter Island and the text reads: “5 Maritime-dependent businesses.” — 点击以放大

The slide is labeled North Crossing Alternative and includes a single column table with five rows on the left and the North Crossing Alternative route map to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: No residential displacements. Row 3: 38 business displacements. Row 4: No permanent park effects (permanent). Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with four callout boxes. Two callout boxes have a magnifying glass icon, indicating other considerations. The first callout box is pointing to an area along the East Duwamish waterway north of the West Seattle Bridge and the text reads: “T-25 Restoration Site.” The second callout box is pointing to Hunter Island and West Seattle and the text reads: “Port of Seattle T-5 & T-18.” Another callout box that is pointing to the intersection of 4th Ave South and S Harrison Street and the text reads: “Fire Station 14 effects.” The final callout box has an anchor icon, which indicates maritime-dependent businesses. It is pointing to a port on the southeast side of Hunter Island and the text reads: “10 Maritime-dependent businesses.” — 点击以放大

West Seattle Junction/Delridge 备选方案

Map of Delridge, Avalon and Alaska Junction stations in southwest Seattle showing pink lines for preferred alternatives, brown lines for preferred alternatives with third party funding, and blue lines for other Draft EIS alternatives. Lines indicate elevated, at-grade and tunnel alternatives. See text description below for additional details Click to enlarge. — 点击以放大

Alaska Junction区段Fauntleroy Way高架车站备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大

**West Seattle Junction**
Fauntleroy Way高架车站备选方案将沿Southwest Genesee Street南侧的31st Avenue Southwest和Fauntleroy Way Southwest之间架高。该路线将沿着Fauntleroy Way Southwest向西南方向延伸，并继续沿Fauntleroy Way Southwest的西侧延伸。该导轨将由Southwest Oregon Street以南横穿至Fauntleroy Way Southwest的东侧。高架轨道末端将从Alaska Junction车站以南开始，在刚好经过Southwest Edmunds Street的Fauntleroy Way Southwest右侧终止。各车站的位置如下：

Avalon车站：该车站将沿Southwest Genesee Street南侧和35th Avenue Southwest东侧架高。

Alaska Junction车站：该车站将架高于Fauntleroy Way Southwest的东南方向，横跨Southwest Alaska Street。

**Delridge**
Dakota Street车站备选方案将沿着Delridge Way Southwest的高架导轨向南延伸，到达一个高架车站。导轨将在Delridge Way的西侧，它只有在Southwest Andover Street附近会在车道的右侧。车站将架高在Delridge Way Southwest和26th Avenue Southwest之间，位于Southwest Dakota Street以南，方向由西南至东北。在车站南面，备选方案路线将向西弯曲，并穿过Southwest Genesee Street的南侧、West Seattle Golf Course的北侧。导轨将沿着Southwest Genesee Street的南边继续向西，并在West Seattle Junction区段连接到高架导轨。

Alaska Junction区段41st/42nd Avenue高架备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大

**West Seattle Junction**
41st/42nd Avenue高架备选方案将沿Southwest Genesee Street南侧的31st Avenue Southwest和Fauntleroy Way Southwest之间架高。该备选方案将转向西南，继续沿着Fauntleroy Way Southwest的北侧延伸，然后在Southwest Oregon Street和Southwest Alaska Street之间向西南转弯。导轨将在41st Avenue Southwest和Southwest Alaska Street附近向南转，继续向南延伸至Southwest Hudson Street。该导轨将终止于42nd Avenue Southwest的西侧，并将包括Alaska Junction车站以南的一条轨道末端。各车站的位置如下：

Avalon车站：该车站将沿35th Avenue Southwest东侧的Southwest Genesee Street南侧架高。

Alaska Junction车站：该车站将架高在Southwest Alaska Street以南的41st Avenue Southwest和42nd Avenue Southwest之间。

**Delridge**
Dakota Street车站备选方案将沿着Delridge Way Southwest的高架导轨向南延伸，到达一个高架车站。导轨将在Delridge Way的西侧，它只有在Southwest Andover Street附近会在车道的右侧。车站将架高在Delridge Way Southwest和26th Avenue Southwest之间，位于Southwest Dakota Street以南，方向由西南至东北。在车站南面，备选方案路线将向西弯曲，并穿过Southwest Genesee Street的南侧、West Seattle Golf Course的北侧。导轨将沿着Southwest Genesee Street的南边继续向西，并在West Seattle Junction区段连接到高架导轨。

Alaska Junction区段41st Avenue隧道车站备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大

**West Seattle Junction**
41st Avenue隧道车站备选方案将位于Southwest Genesee Street下方的隧道中，从31st Avenue Southwest向西延伸，然后在37th Avenue Southwest和41st Avenue Southwest之间向西南弯曲。隧道的终点将位于Southwest Hudson Street附近，轨道末端为南北走向，位于41st Avenue Southwest下方。导轨将完全位于隧道内。各车站的位置如下：

Avalon车站：该车站将位于Fauntleroy Way Southwest下方。

Alaska Junction车站：该车站将位于41st Avenue Southwest和Southwest Alaska Street下方。

**Delridge**
Dakota Street车站较低高度备选方案将沿用与Dakota Street车站备选方案相同的路线，但高度较低，以连接West Seattle Junction区段的隧道备选方案路线。从车站出发，该备选方案将继续向南穿过Southwest Genesee Street，并将沿着West Seattle Golf Course的北侧边缘延伸。West Seattle Junction区段的隧道入口将连接到West Seattle Golf Course的西北角、Southwest Genesee Street以南及31st Avenue Southwest以东。位于West Seattle的隧道并没有纳入Sound Transit 3号议案（2016年），这个备选方案只能连接到West Seattle Junction区段的隧道备选方案路线。

Alaska Junction区段42nd Avenue隧道车站方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大

**West Seattle Junction**
42nd Avenue隧道车站方案与41st Avenue隧道车站备选方案相同，但隧道将延伸至42nd Avenue Southwest，而非41st Avenue Southwest。隧道的终点将位于Southwest Hudson Street附近，轨道末端为南北走向，位于42nd Avenue Southwest下方。导轨将完全位于隧道内。Avalon车站将与41st Avenue隧道备选方案中的描述相同。Alaska Junction车站将位于42nd Avenue Southwest和Southwest Alaska Street下方的隧道中。

Avalon Station: The station would be beneath Fauntleroy Way Southwest.

Alaska Junction Station: The station would be in a tunnel beneath 42nd Avenue Southwest and Southwest Alaska Street.

**Delridge**
Dakota Street车站较低高度备选方案将沿用与Dakota Street车站备选方案相同的路线，但高度较低，以连接West Seattle Junction区段的隧道备选方案路线。从车站出发，该备选方案将继续向南穿过Southwest Genesee Street，并将沿着West Seattle Golf Course的北侧边缘延伸。West Seattle Junction区段的隧道入口将连接到West Seattle Golf Course的西北角、Southwest Genesee Street以南及31st Avenue Southwest以东。位于West Seattle的隧道并没有纳入Sound Transit 3号议案（2016年），这个备选方案只能连接到West Seattle Junction区段的隧道备选方案路线。因此，此备选方案需要由第三方提供资金。

Alaska Junction区段41st Avenue短程隧道车站备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大

**West Seattle Junction**
41st Avenue短程隧道车站备选方案将沿着自31st Avenue Southwest到Fauntleroy Way Southwest西侧的Southwest Genesee Street南侧的高架导轨延伸。它将继续沿Fauntleroy Way Southwest西侧的高架导轨延伸，然后在37th Avenue Southwest附近过渡到地面路线。导轨将在Southwest Oregon Street附近向西转弯，并在Southwest Oregon Street和38th Avenue Southwest附近过渡成一条带有入口的隧道。隧道将向南转弯，终点在Southwest Hudson Street以南，轨道末端呈南北走向，沿着41st Avenue Southwest下方延伸。位于West Seattle的隧道并没有纳入Sound Transit 3号议案（2016年）中。因此，此备选方案需要由第三方提供资金。各车站的位置如下：

Avalon车站：该车站将沿Southwest Genesee Street南侧和35th Avenue Southwest东侧架高。

Alaska Junction车站：该车站将位于41st Avenue Southwest和Southwest Alaska Street南侧下方的隧道中。

**Delridge**
Dakota Street车站备选方案将沿着Delridge Way Southwest的高架导轨向南延伸，到达一个高架车站。导轨将在Delridge Way的西侧，它只有在Southwest Andover Street附近会在车道的右侧。车站将架高在Delridge Way Southwest和26th Avenue Southwest之间，位于Southwest Dakota Street以南，方向由西南至东北。在车站南面，备选方案路线将向西弯曲，并穿过Southwest Genesee Street的南侧、West Seattle Golf Course的北侧。导轨将沿着Southwest Genesee Street的南边继续向西，并在West Seattle Junction区段连接到高架导轨。

Alaska Junction区段41st Avenue中程隧道车站备选方案的地图和剖面图，其中显示了拟议的路线和高架剖面图。更多详细信息请参阅以上文字说明。点击放大 — 点击以放大

**West Seattle Junction**
41st Avenue中程隧道车站备选方案从Southwest Yancy Street以南的保留通道开始，沿West Seattle大桥东侧连接到Southwest Genesee Street。这条线路会在Southwest Genesee Street和37th Avenue Southwest进入隧道。然后，该线路会在37th Avenue Southwest以西向西南方向弯曲至41st Avenue Southwest。它将终止于Southwest Hudson Street，轨道末端为南北走向，位于41st Avenue Southwest下方。导轨将完全位于隧道内。位于West Seattle的隧道并没有纳入Sound Transit 3号议案（2016年）中。因此，此备选方案需要由第三方提供资金。各车站的位置如下：

Avalon车站：该车站将位于Southwest Genesee Street以南，Fauntleroy Way Southwest下方的保留通道内。

Alaska Junction车站：该车站将位于41st Avenue Southwest和Southwest Alaska Street下方的隧道中。

**Delridge**
Andover Street车站较低高度备选方案将沿用与Andover Street车站备选方案相同的路线直到Southwest Avalon Way，但高度较低，以连接West Seattle Junction区段的隧道备选方案路线。高架导轨将跨越Southwest Avalon Way，然后向南转。高架导轨将跨越Southwest Avalon Way，然后在32nd Avenue Southwest附近向南转弯，沿着West Seattle大桥连接到Fauntleroy Way Southwest的东侧向南延伸，从高架过渡到保留通道。该路线将在Southwest Genesee Street附近通过保留通道转向西，经过Southwest Genesee Street下方。此备选方案只能与West Seattle Junction区段的41st Avenue车站中程隧道备选方案路线连接。位于West Seattle的隧道并没有纳入Sound Transit 3号议案（2016年）中。因此，此备选方案需要由第三方提供资金。

West Seattle备选方案的比较

This slide is a comparison table with a summary of project considerations for alternatives in West Seattle and Delridge. It focuses on the performance level of each alternative for each of the project considerations and comprises a 7-column, 5-row table. The column headers read: Elevated Fauntleroy Dakota Street, Elevated 41st/42nd Dakota Street, Tunnel 41st Dakota Street Lower Height, Tunnel 42nd Dakota Street Lower Height, Short Tunnel 41st Dakota Street, Medium Tunnel 41st Andover Street Lower Height, and Elevated Fauntleroy Andover Street. The row headers read: Project cost (2019 in billions), residential displacements, business displacements, park effects (permanent), and other considerations. Text under the table reads: The above information is for illustration only. Please refer to DEIS for further detail. For project cost, the Elevated Fauntleroy Dakota Street, Medium Tunnel 41st Andover Street Lower Height, and Elevated Fauntleroy Andover Street alternatives performed highest by being the lowest in cost. The Medium Tunnel 41st Andover Street Lower Height alternative is projected to have the fewest residential displacements, performing highest. All but the Elevated 41st/42nd Dakota Street and Tunnel 42nd Dakota Street Lower Height alternatives were high performing in business displacements considerations. The Medium Tunnel 41st Andover Street Lower Height and Elevated Fauntleroy Andover Street have no permanent parkland effects, performing highest. The information provided within each cell reflects the information provided in each alternative’s individual table and callout box slide. Please refer to the individual alternatives slides or to the DEIS for further detail. — 点击以放大

The slide is labeled Elevated Fauntleroy Way Station - Dakota Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.6 billion. Row 2: 607 residential displacements. Row 3: 32 business displacements. Row 4: 0.6 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Duwamish is shown for illustration purposes. The map to the right is overlayed with four callout boxes. Two callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The other callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” One callout box has tree icon, indicating park effects. It is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 0.5 acres.” The final callout box has a house icon, indicating residential displacement. It is pointing at the proposed Alaska Junction station and the text reads: “Mixed-use apartment – 239 units.” — 点击以放大

The slide is labeled Elevated 41st/42nd Ave Station - Dakota Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $2.0 billion. Row 2: 551 residential unit displacements. Row 3: 77 business displacements. Row 4: 0.6 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Duwamish is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Two callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The other callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” One callout box has tree icon, indicating park effects. It is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 0.5 acres.” The next callout box has a multi-story building icon, which indicates business displacement. It is pointing at the proposed Alaska Junction Station and the text reads: “Mixed-use commercial – 38.” The final callout box has a house icon, indicating residential displacement. It is pointing at an area in the Alaska Junction neighborhood and the text reads “Mixed-Use apartment – 216 units.” — 点击以放大

The slide is labeled Tunnel 41st Avenue Station - Dakota Street Station Lower Height and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $2.1 billion. Row 2: 364 residential displacements. Row 3: 31 business displacements. Row 4: 1.4 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Duwamish is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The second callout box is floating on the map and the text reads: “Two tunnel stations.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” One callout box has tree icon, indicating park effects. It is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 1.4 acres.” The final callout box has a house icon, indicating residential displacement. It is pointing at an area just south of the proposed Alaska Junction station and the text reads: “Apartment building – 90 units.” — 点击以放大

The slide is labeled Tunnel 42nd Ave Station - Dakota Street Station Lower Height and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $2.2 billion. Row 2: 321 residential unit displacements. Row 3: 60 business displacements. Row 4: 1.6 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes The map to the right is overlayed with six callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an area in the Delridge neighborhood and the text reads: “Social service provider.” The second callout box is floating on the map and the text reads: “Two tunnel stations.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” Two callout boxes have a tree icon, indicating park effects. One callout box is pointing to the West Seattle Golf Course and the text reads: “West Seattle Golf Course. 1.4 acres.” The other callout box is pointing to the proposed Alaska Junction Station and the text reads: “Junction Plaza Park – 0.2 acres.” The final callout box has a multi-story building icon, indicating business displacement. It is also pointing at the proposed Alaska Junction station and the text reads: “Mixed-use commercial – 38.” — 点击以放大

The slide is labeled Short Tunnel 41st Avenue Station – Dakota Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.9 billion. Row 2: 410 residential unit displacements. Row 3: 34 business displacements. Row 4: 0.5 acres of parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to an are just north of the proposed Delridge Station and the text reads: “Social service provider.” The second callout box is floating in the Alaska Junction neighborhood and the text reads: “Tunnel station.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” one callout box has a house icon, indicating residential displacement. It is pointing to the proposed Alaska Junction Station and the text reads: “Apartment building – 90 units.” The final callout box has a tree icon, indicating park effects. It is pointing at the West Seattle Golf Course and the text reads: “West Seattle Golf Course.” — 点击以放大

The slide is labeled Medium Tunnel 41st Avenue Station – Andover Street Station Lower Height and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.6 billion. Row 2: 201 residential unit displacements. Row 3: 35 business displacements. Row 4: No parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with seven callout boxes. Four callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to the proposed Delridge Station and the text reads: “Delridge Station further north.” The second callout box is pointing to a segment of the proposed route between the proposed Avalon and Delridge Stations and the text reads: “Guideway follows West Seattle Bridge.” The third callout box is floating in the Alaska Junction neighborhood and the text reads: “Tunnel station.” The fourth callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” Two callout boxes have a house icon, indicating residential displacement. The first box is at an area just south of the proposed Alaska Junction Station and the text reads: “Apartment building – 90 units.” The second box is pointing at a segment of the proposed route between Avalon and Delridge along Andover Street and the text reads: “Social service provider – 31 units.” The final callout box has a multi-story building icon, indicating business displacement. It is pointing at an area just south of the proposed Delridge Station and the text reads: “Business Park – 14.” — 点击以放大

The slide is labeled Elevated Fauntleroy Way Station – Andover Street Station and includes a single column table with five rows on the left and the route map utilized in the previous slide to the right, with a cross-section cutaway below. The table has the following information. Row 1: Project cost (2019 in billions) is $1.5 billion. Row 2: 487 residential unit displacements. Row 3: 34 business displacements. Row 4: No parkland permanently affected. Row 5: Other considerations. Text below the table reads: Diagrams are not to scale and all measurements are appropriate. The above information is for illustration only. Please refer to DEIS for further detail. Connection to preferred alternative in Delridge is shown for illustration purposes. The map to the right is overlayed with five callout boxes. Three callout boxes have a magnifying glass icon, which indicates other project considerations. The first callout box is pointing to the proposed Delridge Station and the text reads: “Delridge Station further north.” The second callout box is pointing to a segment of the proposed route between the proposed Avalon and Delridge Stations and the text reads: “Guideway follows Avalon Way SW.” The third callout box is pointing to the proposed Delridge Station on the cutaway section and the text reads: “Taller guideway and station.” The next callout box has a house icon, indicating residential displacement. It is pointing at the proposed Alaska Junction Station and the text reads: “Mixed-use apartment – 239 units.” The final callout box has a multi-story building icon, indicating business displacement. It is pointing at an area just south of the proposed Delridge Station and the text reads: “Business Park – 14.” — 点击以放大

我们的历程

Two people stand in front of a large map of the Seattle area, featuring existing and future Sound Transit service lines. — 2016年11月: 选民批准了为Sound Transit 3号议案提供资金，该计划将轻轨延长62英里，并设有为另外37个地区服务的车站，区域系统将长达116英里。该系统还包括东区的快速公交运输系统 (Bus Rapid Transit, BRT)，同时扩大了Sounder South沿线的容量，并改善了所有交通模式的车站通道。

Eight people sit together around a table viewing a large map. Several people are pointing to the map. — 2017年10月: Sound Transit聘请了一支顾问团队来协助West Seattle/Ballard Link扩展项目的规划、早期设计和环境审查。

A group of about 35 individuals sit around various tables inside the Sound Transit Board Room, in conversation with each other and looking at project materials. — 2018年1月/2月: Sound Transit启动了第一场利益相关者咨询小组和民选领导小组会议。这场会议介绍项目并分享了备选方案制定阶段的预期情况。

A person writes a comment on a sheet of paper adjacent to a comment collection box next to informational materials about West Seattle alternatives. — 2018年2月-3月: Sound Transit和FTA举办早期范围确定现场咨询会并设定意见征求期，以征集公众对Sound Transit 3号议案代表项目的反馈意见并收集新想法，从而为制定更多的路线和车站位置备选方案提供参考。

A person stands adjacent two large screens that read “Alternatives development overview” speaking into a microphone presenting to a crowd of people in a large room. — 2018年3月-2019年4月: Sound Transit根据技术评估以及公众、利益相关者咨询小组、民选领导小组和Sound Transit 委员会的反馈，制定并完善备选方案。该项目在“早期范围确定”和“范围确定”之间通过了两级评估，此举旨在进一步完善备选方案。

A group of people are sitting in rows inside a large room, facing the presenter who is standing at a podium. — 2019年2月-3月: Sound Transit和FTA举办范围确定现场咨询会并设定意见征求期，以收集公众对目前的备选方案和《环境影响报告草案》(EIS草案) 中要研究的主题的反馈。

A group of 15 or more people sit along a large U-shaped table in formal attire in a large room with name plaques in front of them. A screen projector at the far end of the room reads, “West Seattle and Ballard Link Extensions”. A singular person sits in the center of the room and separate from the U-shaped table. — 2019年5月: Sound Transit 委员会审查备选方案、评估结果以及民选领导小组的建议，并确定首选方案以及《环境影响报告草案》中要研究的其他备选方案。

A Link light rail train pulls into a station. Passengers wait on the platform for the train. — 2019年5月至10月: 在Sound Transit 委员会提出了首选方案以及《环境影响报告草案》中要研究的其他备选方案后，他们指示工作人员对公众范围确定期间提出的其他路线和车站方案进行初步评估，以确定是否需要在《环境影响报告草案》中进一步研究。

Two people stand in front of a large informational sign that reads “West Seattle, Ballard” that includes information about the project inside a large venue. There is a large group of people in the background who are looking at other project materials. — 2019年5月-2021年12月: Sound Transit的环境团队制定了《环境影响报告草案》，此文件说明了正在研究之中的多个备选方案，以及在轻轨线路施工和最终运营期间每个备选方案可能会对自然环境和人造环境以及交通系统产生的影响。

A Sound Transit employee stands and talks to two people visiting the project booth at an outdoor event. — 2021年8月: 2020年初，委员会启动了一个名为重新调整的程序，以审查旨在解决重大负担能力问题的方案，此问题会影响尚未开工的未来交通扩展项目。根据目前的收入预测和成本估算，董事会采纳的计划确定：

我们可以在2032开通SODO至Alaska Junction的服务。

可以在2037年开通至Smith Cove的服务 (包括第二市区隧道)。

可以在2039年开通至Ballard的服务。

要深入了解重新调整将如何影响未来的交通扩展项目，请访问Sound Transit的网站。

A Zoom meeting screenshot with thirteen people visible. — 2021年11月: Sound Transit启动四个社区咨询小组，以与整个沿线的社区成员共同审查和讨论《环境影响报告草案》的结果。会议采用在线形式，并对公众开放。

A man riding a light rail train looks down at his phone. — 2022年1月: 公布《环境影响报告草案》，供公众审查和发表意见。公众有90天的时间审查该文件，并提供反馈。通过电子邮件、邮件、语音邮件、意见表、线上公听会或线下现场咨询会征求意见。可在此处查看所有详情。

Six people stand around a table with multiple informational materials in a large room filled with people. One of the six points to a sticky note with a pencil, and the others look to it contemplatively. — 2022年6月: 在审查《环境影响报告草案》的分析结果和公众意见后，Sound Transit 委员会将确认或修改首选方案以及车站位置。在研究采用哪个备选方案时，公众的意见是重要因素。

Five people gather around a table looking at informational materials outdoors. — 2023年: 《环境影响报告终案》中包含首选方案和其他《环境影响报告草案》备选方案，以及对收到的《环境影响报告草案》意见的回应。之后，Sound Transit 委员会将选择即将建设的项目。

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Further studies

进一步研究

概览

A person participating in a stickering exercise at a CID workshop.

经过2022年7月至2023年2月这段时间的进一步研究，Sound Transit委员会确定了Ballard Link扩展项目的首选方案。我们正努力在网站上更新此项目信息，以反映最新的委员会动议。同时，请阅读委员会动议与新闻稿。

为加深对进一步研究的了解，请阅读2022年7月及之后的委员会动议。如需获取成果概览，请阅读执行摘要和报告或进一步研究参与摘要。在下方分段列出了每项进一步研究的相关说明和重要成果。

请继续关注本页面或订阅电子邮件更新信息，了解进一步研究的成果。

在Ballard Extension的唐人街-國際區 (Chinatown International District, CID)

在Ballard Extension的唐人街-國際區 (Chinatown International District, CID) 路段，Sound Transit委員會要求進行進一步研究，並要求社區和機構合作夥伴參與其中，共同聚焦淺層CID方案，從而：

力求解決遺留問題、盡量減少潛在影響並盡可能提高社區效益。
探索如何為所有模式打造一個整合、連接良好的樞紐，探討提升載客量和通暢性的機會、如何為Union車站和廣場引流或調整其用途，以及籌資和成本節約機會。
包含社區和機構合作夥伴要求的研究概念，包括但不限於定義4th Avenue淺層隧道方案，其目標為盡可能提高效益，同時盡量降低成本和影響。

我們希望盡早調動社區，形成我們進一步研究的範圍，並將社區的意見融入研究過程，在整個研究期間促成反復、包容且有意義的互動。了解關於我們的參與流程的更多資訊。

考慮到研究的複雜性（諸如此類的遺留項目在社區中推行卻並未讓社區參與其中），同時我們有意支持CID車站區域附近有意義的社區參與活動，Sound Transit和City of Seattle正組織一系列會議，以增加許多其他的參與方式，從而集中觸達CID和Pioneer Square附近的社區。

透过五场公开会议和两项在线调查，小区成员发表了对于唐人街/国际区 (Chinatown-International District, CID) 外的车站位置和调整第四大道浅层备选方案的看法，还提供了其他一些关于城市设计和场所维护的意见。会议与在线调查的参与者针对下列面向提出了疑问并分享了看法：机会和问题、会让谁受益、会对谁施加负担、各种构思如何为小区目标提供支持。如需了解详细信息，请参阅进一步研究部分下方的会议数据和小区回馈意见摘要。

调整《环境影响报告草案》第四大道浅层 (CID-a) 备选方案
新路线和车站位置
1. CID以北的车站
2. CID以南的车站
3. CID以北的车站和CID以南的车站
联合车站和广场激活

更多信息请参阅调查文件和CID进一步调查报告。

调整第四大道浅层备选方案 (CID-1a)

A map of the proposed 4th Ave Shallow Alternative, which explores station and alignment options to maximize community benefits while minimizing costs and impact. — 点击图片可放大

调整《环境影响报告草案》第四大道浅层(CID-1a) 备选方案 探索车站位置和路线方案，以期在尽可能降低成本和减轻影响的同时最大程度造福小区。

Icon公寓搬迁的时间可从4年缩短至两个分别为期2个月的阶段
通过一系列策略减少噪音和空气质量方面的施工影响
减轻对BNSF的潜在影响，但需将施工时间延长1年（最多12年）
将封闭第四大道部分路段的持续时间缩短1年
预计成本：31亿美元（Pike与Holgate之间）
成本（与重新调整的财务计划相比）：增加7亿美元（不包括1亿美元的特殊轨道工程）

CID以北的车站

CID以北的新路线和车站位置 基于小区与合作机构的意见，探索靠近第四大道以东的Pioneer Square车站的车站和路线方案。

调查发现：

整合Midtown和CID车站
可促进与Madison BRT的交通整合
搬迁金郡行政大楼和社会服务办公点
eTOD机会
避免CID内的车站施工直接中断
于Pioneer Square车站实现直接换乘
临时关闭James St 4年，并于施工期间将架空线移位
前往以下地点只需步行10分钟：CID、Pioneer Square、Colman Dock和Downtown/Midtown南端
预计成本：20.5亿美元（Pike与Holgate之间）
成本（与重新调整的财务计划相比）：缩减3.6亿美元

CID以南的车站

A map of the proposedNew alignment and station location North of the CID explores station and alignment options close to Pioneer Square Station, east of 4th Avenue based on ideas from community and agency partners. — 点击图片可放大

CID以南的新路线和车站位置 基于小区与合作机构的其他意见，探索Seattle Blvd S以南的南第六大道下的车站和路线方案。

调查发现：

避免CID内的车站施工直接中断
eTOD机会
步行10分钟抵达CID和体育场
无法实现直接换乘
有限的绕道路线；关闭Seattle Blvd以南的第六大道
预计成本：25亿美元（Pike与Holgate之间
成本（与重新调整的财务计划相比）：增加8000万美元

CID以北的车站和CID 以南的车站

A map of the proposed new alignment and station location South of the CID. — 点击图片可放大

CID以南和以北的新路线和车站位置基于小区与合作机构的其他意见，探索CID以北（靠近第四大道以东的Pioneer Square车站）和CID以南（Seattle Blvd S以南的南第六大道下）的车站路线方案。

调查发现：

避免CID内的车站施工直接中断
eTOD机会
前往以下地点只需步行约10分钟：CID、体育场、Pioneer Square、Colman Dock和Downtown/Midtown南端
无法实现直接换乘
有限的绕道路线；关闭Seattle Blvd以南的第六大道
预计成本：25亿美元（Pike与Holgate之间）
成本（与重新调整的财务计划相比）：增加1.6亿美元

联合车站和广场激活

A map of the proposed Union Station and plaza activation concepts explores options to activate and/or modify uses of Union Station and the adjacent plaza — 点击图片可放大

联合车站和广场激活构思探索为联合车站及相邻广场激活和/或调整其用途的方案。所示构思是将第四大道浅层车站的一个出入口设在联合车站大厅。如果有其他方案，会出于其他小区用途来规划将该区域。

调查发现：

设计与管理对于公众安全的关键价值
小区对于投资于历史悠久的车站和周边广场的支持度
用途和各类活动，包括出行、商业和小区活动

请分享您对于这些构思的看法。

啟動現場諮詢會（2022年10月13日）

超過200人參加了在Union車站舉行的啟動現場諮詢會，以了解有關進一步研究的更多資訊，並提供回饋意見或想法，從而幫助我們制定參與方式和今後數月的研究範圍。同時還為無法親身參加現場諮詢會的人士提供了參與線上問卷調查的機會。

會議資料

概括

CID研討會（第1場）– 方案（2022年11月2日）

基於我們在啟動現場諮詢會和線上問卷調查中收到的回饋意見，我們的第一場研討會側重於有待進一步研究的方案。我們提出了社區與我們分享的構思，並開始共同探索機遇和挑戰。

會議資料

概括

CID研討會（第2場）– 權衡（2022年11月16日）

基於我們在啟動現場諮詢會和第1場研討會上收到的回饋意見和疑問，本場研討會發起了關於權衡的會談。我們分享了我們所知的有待進一步研究之方案相關最新資訊，包括某些潛在的影響和效益，並且收集了大家對於權衡和潛在調整方式的回饋意見。目前正在開展第1場和第2場研討會相關內容的線上問卷調查。

CID研討會（第3場）– 關鍵問題（2022年12月14日）

我們誠邀您出席我們的下一場研討會，重點關注社區成員提出的關鍵問題。我們將著重探討關鍵問題的解決方案，以及每項方案的潛在緩解措施。

CID研討會（第4場）– 總結 (2023年1月5日)

CID研討會（第4場）– 總結（2023年1月5日）

请于2023年1月5日参加我们进一步研究系列的最后一期CID研讨会。是次研讨会将整合我们于过去的研讨会和迄今为止收集到的社区意见，将其结合在一起并进行汇报，同时展开征集您对 Sound Transit 委员会发表的宝贵意见。

会议资料

Ballard Link扩展项目: Downtown区段

A map with six call-out boxes that highlight further studies in the downtown segment. — 点击图片可放大

在Downtown路段的Midtown車站，委員會指示工作人員探索減小車站深度、改善乘客通道及改良車站入口的機會。作為潛在的成本節約措施，工作人員還將研究可能在Midtown和Denny車站（將入口改向公共路權）和Westlake（合併車站入口）實施的車站入口調整方案。

委員會還指示工作人員探究將Westlake/5th Avenue車站與Denny/Terry車站連接至South Lake Union/Harrison車站的方案，並探索在Denny Street兩側到Denny/Terry車站之間設立車站通道的機會。

工作人员将在Seattle Center附近探究将South Lake Union/Harrison车站与Seattle Center/Mercer车站连接至任一北向隧道入口位置的方案。工作人员还将探究将Seattle Center Republican车站向西移动的方案。

为了为委员会之后可能采取的行动提供依据，请详阅以下信息，并分享您对于Interbay / Ballard进一步研究的看法。 更多信息详见Downtown报告。

South Lake Union：混合搭配
Seattle Center：混合搭配
Seattle Center：Republican西移

我们还研究了对位于Downtown区段的车站出入口进行的额外调整。

Denny车站：Denny双侧均设出入口y
车站出入口改良

Midtown车站 (DT-1)：Columbia Street路权
Midtown车站 (DT-1)：第四大道路权
Denny车站 (DT-1)：Lenora Street路权
Denny车站 (DT-1)：第八大道路权
Westlake车站 (DT-1)：出入口整合

更多信息请参阅 CID进一步调查报告。

South Lake Union：混合搭配

对比第五大道/ Harrison备选方案 (DT-1))

“South Lake Union：混合搭配”连通Westlake/第五大道车站 (DT-1)、Denny/Terry车站 (DT-2) 和South Lake Union/Harrison车站 (DT-1)。此构思探索避免在施工期间临时关闭西雅图街车服务的方案。

调查发现：

避免临时关闭西雅图街车
高风险长距离光纤搬迁，将项目整体延迟控制在1年以内
成本（与重新调整的财务计划相比）：增加2亿美元

Seattle Center：混合搭配

对比首选的第五大道/ Harrison备选方案 (DT-1)

“Seattle Center：混合搭配”连通South Lake Union/Harrison车站 (DT-1)、Seattle Center/Mercer车站 (DT-2)和任一北向隧道出入口位置。此构思探索避免施工在Seattle Center附近造成影响的方案。

: 调查发现：

因营运问题，连接至Republican出入口位置不切实际
避免施工在NW Rooms附近造成影响
关闭Mercer Street部分路段，会对交通造成影响
可以减轻对 Seattle Opera 、 KING FM、McCaw Hall 的噪音和振动影响
成本（与重新调整的财务计划相比）：增加2.1亿美元

Seattle Center：Republican西移

对比首选的第五大道/ Harrison备选方案 (DT-1)

点击图片可放大

“Seattle Center：Republican西移”将Seattle Center Republican车站向西移动。此构思探索避免在Seattle Center附近施工的方案。

调查发现:

临时关闭Republican St，最大程度减少对交通的影响
扩展Republican上的明挖覆盖施工范围
避免施工在NW Rooms附近造成影响
可缓解对Uptown电影院造成的噪音和振动影响
8项额外的店铺搬迁
成本（与重新调整的财务计划相比）：增加6000万美元

请分享您对于这些构思的看法。

Denny车站：Denny双侧均设出入口

对比首选的第五大道/ Harrison备选方案 (DT-1)

A map of the Seattle Center Republican Station west. — 点击图片可放大

“Denny双侧均设出入口”探索从Denny Street双侧进入车站并改善乘客通行顺畅度的机会。

调查发现：

缩短前往Westlake Ave上的西雅图街车和巴士搭乘点的步行距离 e
永久缩窄Terry Ave，最大程度减少对交通的影响
减少物业收购和搬迁
成本（与重新调整的财务计划相比）：增加1.9亿美元（包括南联合湖区(South Lake Union, SLU)混合搭配）

Midtown车站：Columbia Street路权

对比首选的第五大道/ Harrison备选方案 (DT-1)

A map of proposed changes to Midtown Station: Columbia Street — 点击图片可放大

“Midtown车站：Columbia Street路权” 探索将车站出入口移至设有公共路权处，以降低成本和进度风险并改善乘客体验。

调查发现：

降低改动现有建筑的风险
永久缩窄Columbia St，最大程度减少对交通的影响
增设自动扶梯通道，改善乘客体验（当与更浅层的CID车站连通时）
成本（与重新调整的财务计划相比）：缩减3000万美元

Midtown车站：4th Avenue路权

对比首选的第五大道/ Harrison备选方案 (DT-1)

A map of proposed changes to Midtown Station: 4th Avenue right-of-way — 点击图片可放大

“Midtown车站：4th Avenue路权”探索将车站出入口移至设有公共路权处，以降低成本和进度风险。

调查发现：s

施工期间将第四大道临时缩窄至单车道，会对交通和运输造成较大影响
将第四大道永久缩窄至双车道，会对交通造成较小影响
成本（与重新调整的财务计划相比）：缩减2000万美元

Denny车站：Lenora Street路权

对比首选的第五大道/ Harrison备选方案 (DT-1)

“Denny车站：Lenora Street路权”探索将车站出入口移至公共路权处，以降低成本。

调查发现：

降低开发风险
永久关闭Lenora St，最大程度减少对交通的影响
成本（与重新调整的财务计划相比）：缩减2000万美元

Denny车站：8th Avenue路权

对比首选的第五大道/ Harrison备选方案 (DT-1)

“Denny车站：8th Avenue路权”探索将车站出入口移至设有公共路权处，以降低成本。

调查发现：

降低开发风险
永久缩窄第八大道，最大程度减少对交通的影响
成本（与重新调整的财务计划相比）：增加6000万美元

Westlake车站：出入口整合

对比首选的第五大道/ Harrison备选方案 (DT-1)

“Westlake车站：出入口整合”探索将车站出入口移至公共路权处，以降低成本并改善乘客体验。

调查发现：

预计第四大道车道需要关闭
减少4项店铺搬迁
因垂直流通(楼梯/升降机/自动梯扶)增加冗余
为一体化联合开发提供机会
成本（与重新调整的财务计划相比）：增加5000万美元

Ballard Link扩展项目: Interbay/Ballard区段

在Interbay-Ballard路段的South Interbay地区，委员会指示工作人员探究将隧道入口向南移动的方案。委员会还让工作人员探索解决沿Elliott Avenue的导轨问题的机会，以及对Interbay物业的潜在影响，包括合并Smith Cove和Interbay车站的方案

A map with three call-out boxes that highlight further studies in the Interbay/Ballard area. — 在Interbay-Ballard路段的Ballard社区，委员会指示工作人员开展以下研究：

与Tunnel 14th Avenue车站方案相关的跨15th Avenue的行人通道改善措施。车站通道和安全性，包括MarketStreet的北部和南部。

与Tunnel 15th Avenue车站方案相关的成本节约机会和潜在的第三方资金需求。改变Tunnel 14th Avenue的路线，作为潜在的成本节约措施。

Previous Next

为了为委员会之后可能采取的行动提供依据，请详阅以下信息，并分享您对于。Interbay / Ballard进一步研究的看法。 更多信息详见 Interbay报告 / Ballard报告。如需了解关于近期公众参与的详细信息，请参阅进一步研究部分下方的会议资料和回馈意见摘要。

Interbay南部:

Interbay南部区段车站和路线

修改SIB-1路线
修改SIB-3路线
整合路线

Ballard:

15th Avenue隧道成本节约：《环境影响报告草案》车站位置 
15th Avenue隧道成本节约：车站移至设有路权处
15th Avenue隧道车站设于Market以北的出入口 
14th Avenue隧道车站通道
转移14th Avenue隧道车站

Interbay南部修改后的SIB-1路线

对比首选的Galer Street车站/Interbay中部备选方案 (SIB-1) 和首选的14th/15th Avenue隧道备选方案 (IBB-2a/b)

Map of Ballard and Interbay stations in northwest Seattle showing a pink line for preferred alternatives, brown lines for preferred alternatives with third party funding, and blue lines for other Draft EIS alternatives. Lines indicate elevated, at-grade and tunnel alternatives. See text description below for additional details. — 点击图片可放大

Interbay南部修改后的SIB-1路线将Interbay车站向南移动，以跨越Dravus St，从而避开Seattle City Light变电所和Seattle Storm物业。

调查发现：

在Dravus Street双侧增加车站出入口
减少20项店铺搬迁
Dravus车道临时关闭1.5年
成本（与重新调整的财务计划相比）：缩减3000万美元

Interbay南部修改后的SIB-3路线

对比Prospect Street车站/Interbay中部备选方案 (SIB-3)与首选的隧道14th/15th Avenue (IBB-2a/b)

Map of Ballard and Interbay proposed 15th Avenue transit station in right-of-way. — 点击图片可放大

Interbay南部修改后的SIB-3路线将北出入口位置向南移动，并将Smith Cove车站从Magnolia Bridge向北移动，从而避开Queen Anne山坡上不稳定的边坡风险，并避开Seattle City Light变电站和Seattle Storm物业。

调查发现：

eTOD 的公共合作机会
在Dravus Street双侧增加车站出入口
Dravus临时车道封闭1.5年
移动的出入口位置不符合实际情况
成本（与重新调整的财务计划相比）：不适用

整合路线方案

对比首选的Galer Street车站/Interbay中部备选方案 (SIB-1)与首选 14th Avenue 高架备选方案(IBB-1a)

Map of Ballard and Interbay proposed consolidated alignment plan. — 点击图片可放大

整合路线方案将Smith Cove和Interbay 车站与低于坡度的路线合并，以避免Elliott Avenue上的导轨问题及Queen Anne山坡上不稳定的边坡风险，并避开Seattle City Light变电站和Seattle Storm物业。

调查发现：

15th Ave临时车道封闭1.5年
整合至一个车站会降低通畅性，但载客量损失较小
对Queen Anne山坡不稳定边坡风险的持续分析
延长的隧道路线
成本（与重新调整的财务计划相比）： 2.1亿美元

15th Avenue隧道成本节省：《环境影响报告草案》车站

对比15th Avenue隧道车站首选方案(IBB-2b)

15th Avenue隧道成本节省：《环境影响报告草案》车站 位置缩小东侧车站出入口，取消南侧出入口，从而降低成本。

调查发现：

减少南侧通道
也有可能缩小西侧出入口的面积
避免搬迁Safeway店铺，减少eTOD机会
减少建设储备用地
成本（与重新调整的财务计划相比）：增加0.7亿美元（或增加0.3亿美元，可选择较小的西侧出入口）

15th Avenue隧道成本节省：拥有路权的车

对比15th Avenue隧道车站首选方案(IBB-2b)

15th Avenue隧道成本节省：拥有路权的车 站移至15th Ave NW 建设，并取消南侧出入口，从而降低成本。

调查发现：

减少南侧通道
也有可能缩小西侧出入口的面积
建设期间临时封闭交叉路口
避免搬迁Safeway店铺，减少eTOD机会
15th Ave临时封闭至少4年
成本（与重新调整的财务计划相比）：增加0.7亿美元（或增加0.3亿美元，可选择较小的西侧出入口）

Market以北的15th Avenue隧道入口

对比15th Avenue隧道车站首选方案(IBB-2b)

Tunnel 15th Avenue Entrance North of Market adds station entrance to NE corner in public right-of-way to improve passenger access to the north.

调查发现：

将15th Ave的7条车道减少至5条车道
15th Ave临时封闭至少2年
成本（与重新调整的财务计划相比）：增加2亿美元

14th Avenue隧道车站通道

对比15th Avenue隧道车站首选方案(IBB-2b)

14th Avenue隧道车站通道 includes包含 15th Ave与隧道 14th车站间的行人通道的改善措施，从而改善乘客前往西侧的通道。

调查发现：

地面改善可能会减少行人出行时间，但对交通与公交运营的影响较小
改善架空或地底过路处可能会增加出行时间，但会减少乘客与车辆的互动
成本（与重新调整的财务计划相比）：

增加50万-100万美元用于地面改善
增加0.2-1亿美元用于改善架空或地底过路处

转移14th Avenue隧道车站

对比14th Avenue隧道车站首选方案(IBB-2b)

转移14th Avenue隧道车站 将隧道路线向东移动，并取消西侧出入口以降低成本。

调查发现：

避免搬迁Safeway及减少eTOD机会
如从西侧进入，则需其他街道交叉路口
成本（与重新调整的财务计划相比）：缩减1.4亿美元

近期Interbay/Ballard的公众参与

啟動現場諮詢會（2022年10月13日）

超過70人參加 Lawton小學的現場諮詢會，以了解West Seattle和 Ballard Link擴展項目的 Interbay/Ballard部分正在研究的新概念並提供反饋。同時還為無法親身參加12月23日現場諮詢會的人士提供了線上問卷調查的機會。

請空出這一天！

Interbay/Ballard研討會

2023年1月11日

下午6:00 入場；下午6:30至晚上8:30 研討會

地點：待定

會議資料：

Interbay/Ballard研討會（2023年1月11日）

在此次活動中，我們分享了我們在Interbay和Ballard地區開展的進一步研究的其他進展更新與部分成果。針對Interbay，我們在12月12日的現場研討會分享了三個潛在路線概念的更多資訊。針對 Ballard，我們分享了一直在研究的隧道 14th Ave與隧道 15th Ave車站方案相關的潛在成本節約與通道改善的資訊與調查發現。

會議資料

除確定West Seattle Extension的首選方案外

A map with three call-out boxes that highlight further studies in West Seattle.

針對West Seattle Link Extension，Sound Transit委員會確定了以下首選方案：West Seattle Junction路段的中層隧道41st Avenue車站備選方案、Delridge路段的Andover Street車站降低高度備選方案、Duwamish路段的南向交叉備選方案，以及SODO路段的地面備選方案交錯車站配置。

除確定West Seattle Extension的首選方案外，委員會還指示工作人員：

研究將Alaska Junction車站的車站入口移至42nd Avenue SW，並取消Avalon車站的方案，作為潛在的成本節約措施。
探索增加從SODO車站月台到S. Lander Street的暢通性的機會，並根據2022年9月和11月的其他委員會要求，尋找機會避免或盡量減少對當地企業的影響。
探索增加從SODO車站月台到S. Lander Street的暢通性的機會，並根據2022年9月和11月的其他委員會要求，尋找機會避免或盡量減少對當地企業的影響。

此外，委員會還指示工作人員進一步研究以下潛在的成本節約設想方案：

在West Seattle Junction路段，取消Avalon車站。

根据委员会的指示，项目团队继续研究West Seattle Link 扩展项目的其他改良方案。研究工作将在持续开展的项目开发中继续进行。有关进一步研究工作的更多信息可在下方和 West Seattle Link扩展项目报告中查看。请时刻关注，以了解未来的参与机会。

Alaska Junction车站通道调整
Delridge通道连接、整合和路线调整
取消Avalon车站
SODO至S Lander Street通道

Alaska Junction station access refinement

对比41stAvenue中程隧道车站 (WSJ-5)

Alaska Junction车站通道调整措施将车站出入口移至42nd Avenue SW，以改善乘客进出通道。

调查发现：

新增90个公平的TOD住房单元
消除对41st Ave SW 行人交叉路口的需求
减少39项住宅搬迁与32项额外的店铺搬迁
成本（与重新调整的财务计划相比）：增加8000万美元

Delridge通道连接、整合和路线调整

对比较低高度Andover Street车站备选方案 (DEL-6)

Map of proposed Delridge access, integration and alignment refinement, which shifts alignment south towards SW Yancy Steet to improve passenger access and transit integration and reduce effects to organizations serving low-income and communities of color. — 点击图片可放大

Delridge通道、整合和路线调整措施将路线向南移至SW Yancy Steet，以改善乘客通道和交通整合，并减少对服务于低收入与有色人种小区的组织的影响。

调查发现：

减少14项住宅搬迁与3项额外的店铺搬迁
消除潜在的客运与货运冲突
永久封闭32nd Ave
成本（与重新调整的财务计划相比）：增加5000万美元

取消Avalon车站

对比较低高度Andover Street车站备选方案 (DEL-6)与41st Avenue中程隧道车站备选方案 (WSJ-5)

Map of the area around Avalon Station, which in the proposed scenario would be elimainated to optimize alignment and reduce costs. — 点击图片可放大

取消Avalon车站取消车站并优化路线，从而降低成本。

调查发现：

减少48项住宅搬迁和减少3项店铺搬迁靠近
DEIS Avalon车站的乘客出行时间更长
预计项目载客量不会减少
减少临时与永久性道路封闭
成本（与重新调整的财务计划相比）：增加8000万美元

SODO通往S Lander Street

对比地面备选方案 (SODO-1a) 车站交错布局

Map of the proposed SODO access to S Lander Street, which enhances access from platform to S Lander Street to minimize property effects on west side of station and add connection to S Lander Street. — 点击图片可放大

SODO通往S Lander Street可改善从月台至S Lander Street的通道，以最大限度地减少对车站西侧的物业影响，并增加与S Lander Street的连接。

调查发现：

直接连接至Lander Street行车天桥
减少从第四大道直达的车站通道
减少对车站西侧的物业影响
无预计成本变动

加入对话

在2022年7月28日至2023年2月23日进一步研究期间，已在社区参与活动中收集了社区反馈。详情请见进一步研究社区参与摘要。

车站规划

我们正在研究每个社区的多个车站备选方案。以下是我们基于2019年年底以来的社区参与和机构反馈，对于社区车站通道和连接路线的一些初步构想的简要说明。在《环境影响报告 (EIS) 草案》公布后，我们将分享更多有关车站的信息，包括对车站的初步规划构思。同时，您可以点击下方的车站以查看地图，其中显示了车站可能的入口，以及供人们步行、骑车、骑自行车和搭乘交通工具的连接点。

我们从社区收集的意见

Sound Transit在2019年秋季举办了一系列社区论坛和在线开放咨询会，并就下列问题征求了意见：

您如何评价您现在所在的社区？
轻轨车站如何才能为您的社区提供最好的服务？
您社区的居民需要前往的主要目的地有哪些？您的日常活动范围是？
您是如何从社区范围内前往这些目的地的？
将来您去到车站时，您希望车站及其附近包含哪些部分？

请查看概要 (24MB PDF)，了解我们收集的意见之详细资讯。

车站规划进度报告

Sound Transit、Sound Transit、King County Metro 以及其他代理合作伙伴（如 Port of Seattle）在 2020 年至 2021 年期间评估了环境影响报告草案车站备选方案，并针对我们听取的社区优先考虑事项提出意见和建议。我们在车站规划进度报告中对这项工作进行了总结和介绍，并将与环境影响报告草案共同发布，以此进一步帮助各个社区了解不同的备选方案所带来的机遇和挑战。查看进度报告以了解更多详情（链接如下）

车站规划期间，Sound Transit有哪些考虑？

让公交车换乘轻轨变得更加便利

将公车站设于离车站入口处尽可能近的地方。
尽量减少主要街道的交叉路口，或研究改进措施，以提高交叉路口的安全性。

让步行、骑车或骑自行车到达车站和在车站附近活动变得更加便利

将车站入口处设立于显眼的位置，便于居民来往于社区和车站之间。
提供安全且独立的自行车和步行路线，这些路线连接车站和社区。

支持车站周围合理的公共交通导向型开发 (TOD)。进一步了解TOD。

探求未来合作发展的机会，优先开发经济适用房和有益于社区的其他用途。

Sound Transit是如何与Seattle市进行合作的？每个机构在项目中扮演着怎样的角色？

Sound Transit和Seattle市都扮演着重要的角色，以确保车站的成功建设。这些角色的分工不同，却又相互依赖，使我们之间的紧密合作成为了车站规划的关键。

Graphic depicting the roles of Sound Transit and the City of Seattle. Sound Transit is responsible for the station, the City of Seattle is responsible for the broader area around the station, and Sound Transit and the City of Seattle collaborate on the immediate area around the station. — 上方的图片说明了Sound Transit和Seattle市在车站规划中各自扮演的角色。图中左侧所示的“车站”属于Sound Transit的职责范围；这部分我们的主要重心为车站建设本身的设计和交付。图中右侧所示的“车站区域”，对应着一名普通人在10分钟内可步行的距离范围，以及车站所服务的更广泛的社区。“车站区域”属于Seattle市的职责范围，其对范围更广的服务区域具有管辖权。中间所示的“车站环境”即为Sound Transit和Seattle市有着紧密合作的区域。此为车站附近两到三个街区的范围。 | 点击以放大

车站

选择一个车站以查看不同车站备选方案的地图和规划，包括潜在的入口位置、站台通道，以及车站周围的开发项目和公共空间。

Chinatown-International District

社区咨询小组

概述

我们研究了多条轻轨路线和多个车站位置（称为备选方案），并且公众获得机会在2022年初的《环境影响报告草案》公众评议期提供意见。

除了Sound Transit收到的关于《环境影响报告草案》的公众意见外，本机构还成立了社区咨询小组 (Community Advisory Group, CAG)，以提供另一个论坛，在我们努力按时按质按量交付项目时，与社区成员分享信息，并就问题和权衡进行协作。在确认或修改WSBLE项目的首选方案之前，这些小组汇总的反馈意见，以及在公众评议期收到的所有意见，都将提供给Sound Transit委员会。

架构和成员

我们成立的CAG拥有来自项目廊道沿线社区的各种经验和观点，包括但不限于收入水平、种族、年龄、身体和认知能力以及生活经验。每个小组由10至15名社区成员组成，依照地理区域进行组织。

成员作为社区的大使，提出社区价值观、关切事项和想法。参加会议的成员将获得津贴，我们预计到2022年初可能会召开六次网上会议。

第一场会议-简介

第二场会议-车站规划

Interbay/Ballard 社区咨询小组:
2022 年 1 月 5 日，下午 5:00-7:00
Downtown 社区咨询小组:
2022 年 1 月 6 日，下午 5:00-7:00
West Seattle/Duwamish 社区咨询小组:
2022 年 1 月 6 日，下午 5:00-7:00
CID/SODO 社区咨询小组:
2022 年 1 月 13 日，下午 5:00-7:00

第三节 –《环境影响报告草案》结果概览 (2022 年 2 月)

Interbay/Ballard 社区咨询小组:
2022 年 2 月 2 日下午5点至晚上7点
Downtown 社区咨询小组:
2022 年 2 月 3 日下午5点至晚上7点
West Seattle/Duwamish 社区咨询小组:
2022 年 2 月 8 日下午5点至晚上7点
CID/SODO 社区咨询小组:
2022 年 2 月 9 日下午5点至晚上7点

第四节 –《环境影响报告草案》深入了解 (2022 年 3 月)

Interbay/Ballard 社区咨询小组:
2022 年 3 月 1 日下午5点至晚上7点
Downtown 社区咨询小组:
2022 年 3 月 3 日下午5点至晚上7点
West Seattle/Duwamish 社区咨询小组:
2022 年 3 月 8 日下午5点至晚上7点
CID/SODO 社区咨询小组:
2022 年 3 月 10 日下午5点至晚上7点

会议 #5 –《环境影响报告草案》,节省成本可能性, 优化方案 (2022年4月)

Interbay/Ballard 社区咨询小组:
2022 年 4 月 5 日下午5点至晚上7点
- 日程
- 展示内容
- 会议记录
Downtown 社区咨询小组:
2022 年 4 月 7 日下午5点至晚上7点
- 日程
- 展示内容
- 会议记录
West Seattle/Duwamish 社区咨询小组:
2022 年 4 月 12 日下午5点至晚上7点
- 日程
- 展示内容
- 会议记录
CID/SODO 社区咨询小组:
2022 年 4 月 13 日下午5点至晚上7点
- 日程
- 展示内容
- 会议记录

会议 #6 – 合拼反馈 (2022年5月)

Interbay/Ballard 社区咨询小组:
2022 年 5 月 4 日下午5点至晚上7点
Downtown 社区咨询小组:
2022 年 5 月 5 日下午5点至晚上7点
West Seattle/Duwamish 社区咨询小组:
2022 年 5 月 10 日下午5点至晚上7点
CID/SODO 社区咨询小组:
2022 年 5 月 12 日下午5点至晚上7点

不动产拥有者业主

为规划 West Seattle and Ballard Link 扩展项目，Sound Transit 将需要购买及使用私人地产。这可能致使人们面临住宅或工作场所搬迁。

Sound Transit 房产收购程序公平对待受影响的业主和租户，提供适当的合理补偿 (Just Compensation) 和搬迁福利，尽量减少困境，并与所有相关方进行沟通。我们明白重选定居地和工作场所对您而言可能存在困难，因此我们全程在此提供支持，对问题进行解答。

Sound Transit有具体的政策和程序，其中介绍了该机构在整个收购过程中将如何与业主和租户合作。 Sound Transit 在我们的房产收购过程中遵循联邦法律、州法律以及当地法律，更具体而言，遵循《统一协助搬迁和不动产收购政策法案》(the Uniform Relocation AssistanceReal Property Acquisition Policies Act) 以及州法律。

地产收购时间表

2021 年中发布 EIS 前期草案

Sound Transit 联系可能受影响的业主

2022 年初* 发布环境影响报告草案

环境影响报告草案可供公众查阅和评论
Sound Transit委员会在评论期结束后确认或修改首选方案

2023 年* 环境影响报告终案发布

Sound Transit委员会选定拟建造项目

2023–2027 年最终设计方案

Sound Transit 确认建造、运营和维护该系统所需的产权
Sound Transit委员会授权地产收购
Sound Transit将准备进行一次评估，确定项目相关地产的公平市场价值
Sound Transit将为因项目而搬迁的个人和企业提供搬迁援助，包括介绍同类房屋和支付搬迁补贴费用
Sound Transit工作人员在此过程中将为业主和租户提供支持

由于还需数年时间才能做出最终决定，我们理解您在这段不确定时期可能面临的压力，并将继续为您提供帮助。如果您还有其他问题或希望通过虚拟会议进行沟通，请发送邮件至 wsblink@soundtransit.org 或致电 206-903-7229。

常见问题解答

如果我的房产将受到影响，我何时会收到通知？

若 Sound Transit 明确表示我的房产可能受影响，接下来会如何？

可能受影响通知并不代表我们已决定购买您的房产。但此情形确实表示 Sound Transit 在此后的项目阶段有可能需收购您的房产。在逐步完善项目设计时，我们将持续更新可能受影响的房产清单。在环境影响报告终案发布及 Sound Transit 委员会选定建筑项目前，我们无法确定将购买何处房产。

如果要求我搬迁，那么我可以预期获得何种搬迁援助？

住宅搬迁
Sound Transit 针对住宅业主和租户提出了三种搬迁援助：咨询援助、搬迁费用及替代性住房补偿。有资历的搬迁专家将同搬迁居民一起确定需求，向其解释福利，提供当前的房屋库存，并提供有关提出索赔的协助和建议。

商业搬迁
Sound Transit 提出了三种主要搬迁援助：咨询援助、搬迁费用及重新设立营业场所补偿。根据商业运营的复杂程度，迁离土地的每家企业的福利和咨询服务水平可能有所不同。

收购过程是怎样的？

在 Sound Transit 委员会选定建筑项目后，Federal Transit Administration 将签发立项确认函，委员会将授权沿项目路线收购房产。在该授权开始前，另需采取几项步骤，包括：

准备房产信息以供 Sound Transit 委员会审查。
确定收购的类型（即全部或部份收购、临时或永久地役权）。
正式通知拥有者业主，其房产正在被 Sound Transit 委员会考虑收购，并提供委员会拟议的授权收购的会议日期。工作人员将于 Sound Transit 委员会会议日前通知业主，在该会议中将讨论房产收购事宜，随后将寻求公众就此事提供意见。

在获得 Sound Transit 委员会授权后，Sound Transit 将开始按流程收购房产，包括以下步骤：

由独立估价师进行估价以确定房产的公平市场价值，即一项资产在公开、竞争市场上的售价。
估价将由另一位估价师进行审查，以确保符合适当的方法及价值结论合理。
Sound Transit 准备报价文件包并邮寄至不动产拥有者手中以供审查及协商。
不动产拥有者也应提供一份估价单。一份估價單也提供給业主也應提供一份估價單。Sound Transit 协商收购房产。
Sound Transit 还将报销以下部分或所有费用：
1. 业主的自我估价
2. 报价的法律审查
3. 出于税务目的的会计复核
不动产拥有者业主约见搬迁代理人以了解搬迁援助、资格和权利的相关信息。

每项收购均独立开展，大部份需花费时 6-12 个月才能完成。鉴于我们当前所掌握的信息，房产收购与搬迁最快可能将于 2023 年下半年开始。时间表可能有所变更。

调整会对本时间表产生怎样的影响？

其他常见问题解答

问：由收购到销售完结的平均时间长度是多久？
答：每一项收购均独立展开，大部分程序需耗时 6 至 12 个月方可完成。

问：Sound Transit是否需要支付过户结算费用？
答：Sound Transit将支付所有正常的销售费用，包括托管费、产权保险、提前还款罚金、抵押贷款手续费、登记费和所有与产权转让有关的典型费用。该销售免征房地产消费税。

问：如果我因住宅被收购而必须搬迁，那么是否还能居住在同一学区或购买类似的住宅？
答：Sound Transit将尽一切努力，寻找符合您需求的同类房屋。

问：搬迁是否有地域边界限制？
答：没有，阁下之搬迁范围无任何位置限制。 Sound Transit 将支付 50 英里以内的搬迁费用。

问：如果从收购到开始施工之间的延迟之间很长，那么在这几年时间里，附近是否一直有空房？
答：虽然收购与项目的日程安排紧密相关，但在施工开始前，房屋有可能已被腾空。如果发生这种延迟，Sound Transit 将采取适当的措施来保护这些地产，直至可以拆除。

A Link light rail train travels over a roadway on an elevated track with Mt. Rainier in the background. — 环境影响报告草案草案中研究的备选方案，包括如上所显示的地下和高架轨道。

需要了解更多信息吗？

如需物业收购和搬迁的更多信息，请参考以下资源：

参与进来

在征询关于环境影响报告草案的意见之后，您有很多参与到该项目的机会。

CID启动现场咨询会的回复

与Sound Transit、Seattle市以及其他机构合作伙伴一同，于2022年10月13日在Union Station参与唐人街-国际区 (CID) 启动现场咨询会。了解项目的最新信息，并且提供能够帮助我们优化参与方式和后续数月研究范围的建议。

与项目人员交谈

申请参与我们的简报会或会议；我们很高兴在线上与您或您的社区团体会面，一旦形势安全，我们将有机会举行线下简报会

保持关注

订阅电子邮件最新信息

在社交媒体上关注我们 @SoundTransit

联系我们

拨打项目热线 206-903-7229，与社区参与专员交流

如有问题、疑虑或意见，请发送电子邮件至： wsblink@soundtransit.org

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