Full Text
July 2011 FINAL EIS EAST LINK PROJECT FINAL ENVIRONMENTAL IMPACT STATEMENT ---PAGE BREAK--- ! " # $ % & ' ( " ) * * Alternative D3 remains in a retained-cut profile, heading north at 152nd Avenue NE, and transitions to an at- grade center-running route just south of NE 24th Street. 152nd Avenue NE would be widened to the east and west. The alternative continues north to Overlake Village and then is similar to the D2A - NE 24th Design Option profile and station descriptions, except that D3 is in the median of 152nd Avenue NE and the Overlake Village Station is closer to NE 24th Street. There are two for Alternative D3: one located adjacent to the route at the intersection of 136th Place NE and NE 20th Street, and another at the Overlake Transit Center Station. SR 520 Alternative (D5) The SR 520 Alternative (D5) (see Exhibit 2-45) is elevated from the north side of NE 12th Street, or at-grade in the former BNSF Railway corridor, turns east at approximately NE 20th Street, crosses Northup Way, and continues east on the south side of SR 520. The alternative crosses over NE 24th Street and then transitions into a retained-cut profile under 148th Avenue NE and then into the retained cut/at-grade station at the Overlake Village Station behind the Safeway store or at the Overlake Village Station at NE 25th Street along the west side of 152nd Avenue NE. From 152nd Avenue NE, Alternative D5 is similar to the D2A - NE 24th Design Option, going to Segment E. There are two for Alternative D5: one located under the elevated guideway east of 140th Avenue NE and another at the Overlake Transit Center Station. Interim Termini in Segment D Depending on available funding, buildout of the selected alternative in Segment D may have an interim terminus at any of the proposed stations. This would include access tracks to connect with a maintenance facility within Segment D, if one is constructed. In addition, an interim terminus would require storage tracks up to 850 feet beyond the terminus station platform for temporary layover of a four-car train. + , - . , / 0 1 2 3 4 , 5 6 7 8 , 9 5 7 / : ; 0 < , / 0 , 5 0 = > = ? / 0 = ? / @ , A . = / A Three alternatives are considered for Segment E. All Segment E alternatives follow one route from Segment D along the south side of SR 520 until they split into three different routes accessing Downtown Redmond. From the Overlake Transit Center, all Segment E alternatives follow the south side of SR 520 and under NE 40th Street, NE 51st Street, and NE 60th Street in a retained-cut profile. The three alternatives split into three different routes at the SR 520 interchange with West Lake Sammamish Parkway. The Preferred Marymoor Alternative (E2) crosses the interchange to continue east along the south side of SR 520. Alternatives in this segment have either two or three stations at these potential locations: Redmond Town Center, SE Redmond, Downtown Redmond, and Redmond Transit Center. Exhibit 2-20 shows the locations and overall features of the Segment E alternatives, and Exhibits 2-46 to 2-48 show details of each alternative and the design option. Additional information on the proposed stations is provided in Table 2-3. The Sound Transit Board identified Preferred Marymoor Alternative (E2) as the preferred alternative in Segment E. Preferred Marymoor Alternative (E2) Preferred Marymoor Alternative (E2) (Exhibit 2-46) travels parallel to and east of SR 520 in a combination of retained-cut and at-grade profiles and transitions to an elevated profile on the south side of SR 520 on a new bridge over the Sammamish River. Preferred Alternative E2 then descends to at-grade, straddling the SR 520 right-of-way and Marymoor Park property line to the SE Redmond Station on the south side of the SR 520 and SR 202 interchange. This station includes a park-and-ride with a structured parking garage. After the SE Redmond Station, Preferred Alternative E2 turns northwest, goes under the SR 520 and SR 202 interchange, and enters the former BNSF Railway corridor elevated over Bear Creek. Preferred Alternative EXHIBIT 2-46 Preferred Marymoor Alternative (E2) ---PAGE BREAK--- " # $ B ! & ' ( " ) * * E2 then becomes at-grade to cross 170th Avenue NE and continue in the former BNSF Railway corridor to the Downtown Redmond Station and terminates northwest of Leary Way. An 800-foot-long tail track extends past the station for train layovers and turnbacks. This tail track includes a maintenance building and an employee parking lot with approximately 20 parking stalls. There are two for Preferred Alternative E2: one located under the elevated guideway near the West Lake Sammamish Parkway/SR 520 interchange and another along the former BNSF Railway corridor near 166th Avenue NE. The alignment of Preferred Alternative E2 in Downtown Redmond as shown in Appendix G1 (Conceptual Design Drawings) and the City of Redmond’s Central Connector Master Plan, to be adopted in June 2011, are not entirely consistent primarily because of City plans for utility upgrades and the regional trail extension in the former BNSF Railway corridor and NE 76th Street rights-of-way. When funding is available to advance the design work for Segment E, Sound Transit will work with the City of Redmond to adjust the design within the BNSF and NE 76th Street right-of-way to accommodate the potential for future freight/commuter rail, local and regional utilities, the trail, and automobile traffic on NE 76th Street as well as East Link light rail. Preferred Alternative E2 also has a design option, Alternative E2 - Redmond Transit Center Station Design Option, that has a station at Redmond Town Center, after which the route would turn north on 161st Avenue NE in the center of the roadway, with a terminus station at the Redmond Transit Center. An 800-foot-long tail track extends past the station for train layovers (see Exhibit 2-46). Redmond Way Alternative (E1) The Redmond Way Alternative (E1) becomes elevated and crosses north over SR 520 (see Exhibit 2-47), follows the northwest side of West Lake Sammamish Parkway, and turns northeast on the south side of Redmond Way in a new bridge structure over the Sammamish River. Alternative E1 continues along Redmond Way and turns southeast into an at-grade profile in the former BNSF Railway corridor to Redmond Town Center Station at NE 76th Street, then transitions to an elevated structure over Bear Creek and the SR 520/ SR 202 interchange to the terminus, SE Redmond Station. This station includes a four-story park-and-ride facility in the industrial park adjacent to the former BNSF Railway corridor. An 800-foot-long tail track extends past the station for train layovers. EXHIBIT 2-48 Leary Way Alternative (E4) EXHIBIT 2-47 Redmond Way Alternative (E1) ---PAGE BREAK--- ! " # $ C & ' ( " ) * * EXHIBIT 2-49 Prototypical Layout of East Link Maintenance Facility There are two for E1: one located under the elevated guideway adjacent to West Lake Sammamish Parkway and another at the SE Redmond Station. Leary Way Alternative (E4) The Leary Way Alternative (E4) (see Exhibit 2-48) crosses north over SR 520 and is elevated on the northwest side of West Lake Sammamish Parkway, and then turns northeast along the south side of Leary Way, crossing the Sammamish River on a new bridge structure. The alternative then transitions to an at- grade profile south of Bear Creek Parkway and turns southeast in the former BNSF Railway corridor to the Redmond Town Center Station between 164th Avenue NE and 166th Avenue NE. The alternative continues along the former BNSF Railway corridor, crosses over Bear Creek on a bridge, and then transitions into a retained-cut profile under SR 520 before terminating in an at-grade profile at the SE Redmond Station. The SE Redmond terminus station includes a four- story park-and-ride facility in the industrial park adjacent to the former BNSF Railway corridor. A 1,600-foot-long tail track extends past the station for train layovers. There are two for Alternative E4: one located adjacent to the route before approaching West Lake Sammamish Parkway and another at the SE Redmond Station. Interim Termini in Segment E In Segment E, either the SE Redmond or the Downtown Redmond Station for Preferred Alternative E2 or the Redmond Town Center Station for Alternatives E1 or E4 could become an interim terminus. Remaining stations in Segment E are considered to be the final terminus station for East Link. D E F E F G H I J K L J H J M L N H M I O I K P Q O K L R J H K I S L T Sound Transit’s Link Operations and Maintenance Facility is located south of Downtown Seattle. A second storage and light maintenance facility would be needed with full buildout of the East Link Project. A second light rail storage and light maintenance facility was funded as part of ST2 to support systemwide expansion, with funding contributions from the King County and Snohomish County subareas. This facility’s location will be determined through future operations analysis and site planning. Because the facility could be located in the East Link corridor, this Final EIS evaluates alternative sites but does not identify a preferred facility location. This facility would require approximately 10 to 15 acres of land and would primarily serve the following functions: x Overnight and midday storage for approximately 40 to 50 vehicles x Carwashing facility for exterior vehicle cleaning x Interior cleaning of light rail vehicles x Daily service and inspection of revenue vehicles x Corrective and preventive maintenance x Maintenance of track facilities x Operating offices x Light rail vehicle operator reporting and ready- room areas With East Link service to Overlake Transit Center as an interim terminus, overnight vehicle storage would be located at the tail tracks at the end of the line and/or in the storage track in the former BNSF Railway corridor described as part of Preferred Alternative D2A. Vehicle maintenance and repair would remain at the existing Link Operations and Maintenance Facility in Seattle. Exhibit 2-49 illustrates a prototypical maintenance facility layout. Table 2-4 describes the characteristics of the proposed maintenance facilities.