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Elevated Structure |
Six-Lane Stacked Tunnel |
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How many vehicles will use SR 99 in 2030? |
120,000 – 135,000 vehicles per day |
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Are the alternatives safe? |
Withstands an earthquake that has a one in 50 chance of occurring in the next 50 years |
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Wider lanes and new shoulders |
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Flammable and hazardous cargo prohibited from the Battery Street Tunnel and on the elevated structure during peak travel times |
Flammable and hazardous cargo prohibited from the Battery Street Tunnel and waterfront tunnel |
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Includes a ventilation system, fire suppression system and emergency exits |
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What do the two alternatives look like? |
Maintains a ‘footprint’ almost identical to the existing SR 99 in the south end of the corridor and north of the Battery Street Tunnel. |
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Drive-through animations and still images are available on our Animations Web page. |
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What do the alternatives look like on the central waterfront? |
Three lanes in each direction |
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A stacked aerial structure, 11.5 to 35 feet wider than the existing viaduct from south of S. Main St. to Union St. |
A cut-and-cover tunnel from S. Dearborn St. to Pine St. |
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Stacked elevated structure transitions to a side-by-side roadway from S. King St. to south of S. Main St., which would be 54 to 74 feet wider than the existing viaduct in that location |
Transitions to an aerial structure from Pine St. to Virginia St. which is covered by a partial lid linking Pike Place Market to the waterfront |
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Connects to the Battery Street Tunnel and goes over Elliott and Western avenues |
Connects to the Battery Street Tunnel and goes under Elliott and Western avenues |
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Requires a five percent grade up to Battery Street Tunnel, which is within acceptable standards |
Requires a seven percent grade to Battery Street Tunnel, which is within acceptable standards |
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How would I get on and off SR 99? |
New ramps at S. Royal Brougham Way |
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Rebuilt ramps at Elliott and Western avenues |
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Rebuilt ramps at Columbia and Seneca streets |
New ramps at S. King St. |
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What would Alaskan Way surface street look like? |
Two lanes in each direction north of Yesler Way |
Two lanes in each direction with center turn pockets north of Yesler Way
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One track for a waterfront streetcar
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Two tracks for a waterfront streetcar
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New 15-foot wide sidewalks throughout the central waterfront area (narrower than today) |
New 70-foot wide mixed-use area that would include a roadside sidewalk and a waterfront promenade, separated by a broad space for landscaping and public activities |
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New 4-foot-wide striped bicycle lanes on each side of Alaskan Way |
New 4- to 5-foot-wide striped bicycle lanes on each side of Alaskan Way |
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How long would the alternatives last? |
75 to 100 years |
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How do these alternatives affect the environment and urban design? |
Captures and treats surface water runoff |
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Provides an opportunity to improve marine habitat along the waterfront |
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Maintains or slightly reduces noise in the central waterfront |
Reduces noise by about 50% in the central waterfront |
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Preserves scenic views for drivers |
Enhances scenic views for pedestrians |
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Increases shading due to a wider elevated structure |
Eliminates shading, creates more public open space and reconnects downtown with the waterfront |
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How much do the alternatives cost?*
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Most likely cost = $2.8 billion* (assumes a longer construction plan)
*These costs do not include improvements north of the Battery Street Tunnel or to the northern seawall. |
Most likely cost = $4.6 billion* (assumes an intermediate construction plan)
*These costs do not include improvements north of the Battery Street Tunnel or to the northern seawall. |
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How much funding is available? |
Committed = $2.4 billion
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Committed = $2.4 billion
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How long will construction last? |
An estimated 10 to 11 years
(assumes a longer construction plan) |
An estimated 9 to 10 years
(assumes a shorter construction plan) |