Sound Transit is dedicated to maximizing the delivery of Sound Transit 3 (ST3) amid financial challenges and cost escalations, particularly in the West Seattle Link Extension project.
In a bid to counteract costs that have soared beyond what was initially budgeted, the Sound Transit Board directed agency staff to explore potential savings opportunities across all ongoing projects.
The agency is currently assessing 56 out of 94 identified “programmatic opportunities,” with suggestions such as standardizing station designs, empowering staff decision-making, expediting project handovers for faster openings, and establishing a general insurance program to mitigate financial risks.
Simultaneously, the workgroup, focusing specifically on the West Seattle Link Extension, has identified 385 “project opportunities” that could collectively yield savings between $290 million and $365 million from projected costs that are estimated to be between $6.7 billion and $7.1 billion.
While achieving 4-6% savings would represent significant progress, it still falls short of the original target of bringing the project’s expenses back to the planned budget of $4 billion outlined in the agency’s long-term financial strategy.
The imperative for Sound Transit extends beyond mere cost savings; the agency faces a critical challenge in reconciling projected revenues with the costs of transportation projects promised to the public.
Without major adjustments to project designs, Sound Transit risks delays in construction timelines—which can elevate costs—or the necessity to increase its debt limits, thereby exacerbating financing costs.
In light of these factors, numerous innovative proposals are being considered as Sound Transit looks to brainstorm solutions for efficient cost management and enhanced project delivery across its system.
Link Light Rail Construction
Various strategies applicable to an array of forthcoming Link expansion projects are being proposed to reduce costs and improve project timelines.
One significant idea involves reassessing deep tunnel boring methods for major projects like the West Seattle and Ballard Link Extensions, both of which include deep tunnels through urban areas that contribute to their high costs.
Alternatives such as utilizing surface-level tracks or cut-and-cover techniques for shallower underground segments could be explored.
While deeper tunneling presents substantial financial burdens, at-grade operations offer inherent advantages, allowing for adaptable light rail operations that could lead to more cost-effective solutions.
Cut-and-cover methods, while associated with temporary surface disruptions, can be executed at a lower cost than deep tunneling continuous ventures.
Another approach involves reducing the dimensions of Link stations themselves, as suggested by urban advocacy figures, which has the potential to lower construction periods and costs while ensuring an improved experience for riders.
Everett Link Extension
The Everett Link Extension (ELE) serves as a key initiative to complete the northern span of Sound Transit’s original vision for transit connectivity from Everett to Tacoma via Seattle.
Considering the projected travel times from Everett to Seattle for Link trains are likely longer than those on the Sounder Route, there is value in contemplating an adjustment to the northern endpoint of the extension.
One potential strategy entails shortening the ELE to only extend to either the Ash Way Park-and-Ride or the provisional SR 99/Airport Road station without reaching Downtown Everett. This alteration would maintain service to Everett while enhancing connectivity to buses along SR-99 and addressing needs in the surrounding industrial areas.
Alternatively, a radical shift could see the ELE replaced with an enhanced bus service akin to the Swift lines, which have already proven to be effective for Community Transit.
Directing the projected $6.2 billion budget towards improving ST Express service throughout Snohomish County may yield greater benefits compared to extending Link.
Improvements such as deploying HOV ramps north of Ash Way Park and Ride could enable buses commuting from Everett to Lynnwood to remain in HOV lanes throughout their journey, providing faster service for riders.
Ballard Link Extension
The Ballard Link Extension (BLE) emerges as the most expensive undertaking in the ST3 set of projects, driven by the need for constructing a second tunnel beneath Downtown Seattle and a new crossing over the Ship Canal to Ballard.
Scheduled project costs hover at around $11.4 billion; however, prevailing designs are likely to elevate those estimates even further.
To facilitate achieving high-density transit service in Ballard in a timely manner, potential avenues warrant exploration.
For instance, automating BLE with a short stub line connecting Ballard to Westlake could enable frequent, short train operations at intervals of every 2-3 minutes, which may eliminate the need for a second tunnel altogether.
Additionally, reviving previous considerations to modify and upgrade the existing Downtown Seattle Transit Tunnel (DSTT) to support a 90-second train frequency could represent a less costly alternative than constructing a new parallel tunnel.
Such adjustments would enable multiple lines to share the current tunnel, ensuring better transfers without requiring lengthy horizontal or vertical connections.
If integrating BLE routes into the existing subway tunnel proves unfeasible, an automated line could run above-ground from Ballard to West Seattle through Downtown Seattle.
Running at-grade operations along 15th West and Elliott Streets—areas that lack crossing conflicts—would align with ST3’s earlier approved Representative Alignment while being more cost-effective.
West Seattle Link
The West Seattle Link Extension (WSLE) has become a focal point in addressing the significant fiscal ramifications resulting from intricate planning, elaborate alignments, and a reluctance to navigate temporary construction disruptions.
Streamlining transit options for West Seattle entails evaluating bridge designs, such as advocating for a simple arch bridge over the Duwamish River instead of more complex structures, which can lead to considerable cost savings.
Abandoning the tunnel construction at Alaska Junction in favor of an aerial terminus at Alaska and Fauntleroy would likely be less expensive while still servicing growing nearby residential areas without necessitating the demolition of existing structures.
Alternatively, implementing new busway ramps in West Seattle could establish a bus rapid transit (BRT)-like network serving the community more effectively.
The proposal to develop BRT connections reflects previous community-driven discussions, demonstrating a viable and cost-effective transit solution that may serve West Seattle better than conventional light rail.
Issaquah Link and Kirkland
The Issaquah Link project, part of plans to create the “4 Line” extending to the South Kirkland Park and Ride via Bellevue, may face funding reconsiderations prompted by a renewed focus on regionalism within the Sound Transit Board.
Options may include shifting funding allocations from this project to enhance other initiatives such as the Ballard Link and Tacoma projects, potentially under the abolition of Subarea Equity considerations.
To enhance service while reducing costs, constructing new HOV ramps to bolster routes from Issaquah to Bellevue could represent a feasible pathway. These additions would empower buses to directly connect to Downtown Bellevue via HOV lanes.
Even the estimated cost of $640 million for these ramp constructions remains advantageous compared to the projected $3.3 billion Issaquah Link expenses.
In Kirkland, enhancing bus service with improved lane infrastructure from areas like Juanita and Downtown Kirkland to Bellevue would ensure faster commutes than those anticipated with the Issaquah Link project.
Tacoma Dome Link
With the Tacoma Dome Link Extension (TDLE) recently having a preferred alignment approved, this $4.4 billion project is meant to anchor the southern end of Sound Transit’s long-cherished transit “spine.”
However, light rail travel times still lag behind those of Sounder South trains and express buses utilizing I-5, leading to discussions about integrating TDLE service with the T-Line.
To improve regional mobility, developing HOV lanes on I-5 while enhancing local bus services could maintain effective connections between Downtown Tacoma and Link stations, benefiting riders traveling to Seattle.
This approach would minimize travel times considerably, as improving (frequent) bus connections between the Tacoma area and Sound Transit’s Link stations can be achieved while maintaining beneficial service structures.
Sounder
Originally, the Sounder North and South lines facilitated commuter rail service before the light rail network was fully realized.
Post-pandemic challenges have necessitated a strategic pivot towards emphasizing all-day service on these lines instead of just peak commuting.
While station expansions for longer trains would come with high costs associated with BNSF-owned tracks, implementing alternative train models, such as those featuring open gangways, could mitigate the need for station lengthening by allowing longer trains to accommodate riders efficiently.
This strategy has seen successful applications in U.K. rail systems and could serve as a practical innovation for Sound Transit’s operations.
Stride BRT
Bus Rapid Transit (BRT) projects continue to offer cost-effective solutions for transit development, with prioritized implementation strategies often requiring limited construction efforts.
However, ongoing evaluations within the Stride projects suggest areas for potential cost-cutting.
Utilizing standard diesel-hybrid buses instead of electric options could avert the hefty expenditure projected for a new bus base, estimated at upwards of half a billion dollars.
Encouraging a shift away from single-occupancy vehicles can lead to greater reductions in carbon emissions and improve overall transit efficacy, making diesel hybrids a rational alternative—especially as battery-powered buses remain in their developmental stages.
In relation to the Stride 3 initiative, where plans include adding Bus-Activated Transit (BAT) lanes, incorporating a lane adjustment on SR 522 might also contribute significant cost alleviation.
Estimations indicate problematic sections in Lake Forest Park, which currently involve plans for extensive widening that may lead to substantial legal disputes and implementation delays.
Instead of proceeding with complicated construction plans, repurposing existing left turn lanes into regular lanes may effectively and substantially reduce the overall project budget.
Parking Solutions
The previous adjustments to parking facilities in light of budget constraints have positioned many planned garages in a subordinate tier within Sound Transit’s long-range planning, suggesting a major reevaluation of parking strategies.
Eliminating all new parking garages could be a viable action to undertake. If parking becomes a pressing issue, opening up lease agreements with underutilized lots, such as those at churches or overbuilt mall locations, could provide feasible solutions.
These strategies could allow for improved public transport access to existing park-and-ride facilities while fostering regional mobility plans.
Community engagement and feedback on the potential for these proposals will play a critical role in shaping Sound Transit’s approach moving forward, especially as the agency confronts pressing fiscal challenges rooted in expanding transit access and capacity.
In conclusion, the ongoing assessment of cost-saving opportunities and innovative strategies for Sound Transit emphasizes the need for an agile and adaptive approach to maintaining public transit commitments.
As Sound Transit continues to balance expected revenues against the soaring costs of promised projects, it is essential that stakeholders and transit advocates collaborate to brainstorm viable solutions for more efficient and economically sustainable transit solutions across the region.
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