It’s a route alignment that will not only restrict commuter access to and from stations, but also result in lessened transit-oriented development because of the limited appeal of locating new construction directly adjacent to a major highway. One of its major flaws is its reliance on the Interstate 5 right-of-way north of Seattle for the $1.4 billion, 4.3-mile North Link section of the project. This huge investment does not correlate with a perfectly planned system, of course. Unlike most new light rail systems, Seattle’s is also being built to light metro standards, with capacity for four (long) cars at every station. Seattle’s light rail expansion program may be one of the most ambitious in the nation: Not only did the region open a 14-mile first segment last year, but it has a northern extension currently under construction and three further routes mostly funded and in advanced planning. “But our attitude has been, ‘Let’s involve ourselves in the process now and not wait two or three years when it might be too late.» Underground route may actually save money - but it raises possibility of altering the alignment.
“This is very much a work in progress,” said Bollen. So this is really the chance for us to explore ways to mitigate or avoid any impacts to the church property,” said Gallagher.īollen said the church’s discussions with Sound Transit have been peaceful and productive. “We are at the very earliest phases of the process. Sound Transit is still years from a decision. Their church must move only if one of those proposed routes is approved. It’s kind of coming right where our two buildings sit.” “But then, about three or four weeks ago, we saw some maps that made it seem pretty obvious that it’s not just coming. That wasn’t a surprise,” said church elder Tony Bollen.
Members of Alderwood Community Church say they were surprised about the routes, which go directly through where their church sits - their church’s property for more than 100 years.
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