The Seattle metro area has seen various light rail proposals over the years, with the ambitions and visions of transit advocates shaping the discussion significantly.
One of the early initiatives was the Rhododendron Line, proposed in 1992. This plan aimed to implement a light rail system likened to Portland’s light rail. It proposed running at-grade in the center of State Route 99, moving through Tukwila International Boulevard and Aurora Avenue while incorporating signal priority. This ambitious line sought to connect key locations including downtown Everett, Aurora Village, Green Lake, and the Washington State Convention & Trade Center among others. Although aimed at servicing higher density areas, this alignment would sacrifice speed relative to a freeway route.
Three years later, in 1995, the Regional Transit Authority (RTA) put forth a different alignment that suggested routing light rail through Rainier Valley along Rainier Avenue. The proposal discussed a light rail route towards Federal Way, largely mirroring the current alignment of the Federal Way Link Extension. Notably, another proposed line sought to connect Bellevue via Renton to SeaTac, depicted in purple on their plans.
In 1996, the Sound Move plan emerged, closely resembling the infrastructure that would ultimately be constructed, despite some key omissions such as Graham and First Hill stations. Future adjustments saw the Pacific UW Medical Center station moved closer to Husky Stadium and an alignment shift at Tukwila that led to the cancellation of the proposed South 145th station.
The 1997 Environmental Impact Statement (EIS) on the Proposed Central Light Rail explored various alternatives, presenting options for each segment of the corridor. Interestingly, while the EIS showcased the preferred alternatives, many segments were initially envisioned to run at-grade. The EIS drew attention to routes like SeaTac, where one route proposed following International Boulevard north past the airport, which was not chosen, compared to the built alignment using Sea-Tac Airport property.
Similar excluded routes surfaced in Tukwila and Rainier Valley as well. The original proposal for Tukwila suggested following Pacific Highway South, and significant community discussions influenced the decisions made in Rainier Valley, where residents advocated for a subway option over at-grade tracks. Ultimately, the community’s demands for an elevated alignment were not met, leaving behind the expectation for surface-level operations.
In the late 90s, feelings of exclusion grew in various localities. In 1999, frustrations voiced by SeaTac officials revealed desires for additional service near the city center, while Tukwila officials pushed for routing to Southcenter. Northern King County cities like Kenmore and Shoreline felt it necessary to protest their lack of direct representation as Sound Transit’s plans did not extend to Northgate. Issues in Rainier Valley similarly resonated, as residents expressed disappointment over fatal incidents linked to at-grade service, a stark contrast to the subway they initially preferred.
As the turn of the millennium approached, Sound Transit was positioned to propose a multitude of alternatives in the North Link Record of Decision in 2001. This included several station options at the University of Washington, weighing constructions for the southern and northern termini.
A new wave of interest in rapid transit options emerged in 2002 with the advent of the Seattle Monorail plan. This proposal aimed to implement an elevated monorail running from Ballard to Downtown Seattle, passing through key city areas. While the idea sparked excitement, it presented significant expenditure challenges, echoing similar sentiments expressed in the previous discussions on light rail expansions.
The Washington State Department of Transportation (WSDOT) conducted analysis in 2002 focusing on fixed guideway transit for the I-405 corridor, further detailing the Bellevue via Renton to SeaTac line initially proposed in 1995. Detailing the interchanges and possible routing configurations unveiled a broader strategy while seeking to enhance connectivity through the region, as suggested by proposals for extensions into nearby municipalities.
Years later, the 2008 East Link High Capacity Transit (HCT) Plan revealed various route evaluations, including extensions to areas such as Totem Lake via the Eastside Rail Corridor (ERC). Here again, aspirations were laid for emerging lines that would better interconnect regional municipalities with the infrastructure plans for light rail.
Entering the 2010s, Sound Transit’s ST2 program saw considerable decisions made regarding the Lynnwood Link and Federal Way Link extensions, demonstrating phases of city connection via light rail amidst broader transportation debates. This led into ST3, where new alignments were drawn – highlighting the Everett Link, Tacoma Link, West Seattle Link, and others, while eliminating proposals deemed less feasible such as light rail extensions to Renton and Ballard, reflecting an evolving perspective in transit initiatives.
Yet the struggle for effective light rail deployment has met considerable challenges over the ensuing years. Sound Transit currently grapples with substantial cost overruns while advocates and citizens alike hope for future expansions to further connect the region. Historical discussions evoke memories of past decisions which favored at-grade tracks and aerial routes in lieu of more economically daunting subterranean constructions.
In conclusion, the narrative surrounding light rail in the Seattle metro area is rich with ambition and challenges. While existing systems have their share of critics, the potential for robust rail systems persists as community needs continue to adapt to urban growth. The ongoing evolution of transit proposals reflects a deep-seated desire for interconnectedness and accessibility throughout the region.
image source from：seattletransitblog
