Alaskan Way Viaduct

Infobox Bridge
bridge_name = Alaskan Way Viaduct

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caption = The Alaskan Way Viaduct, looking southeast
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carries = Washington State Route 99
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locale = Industrial District, Seattle, Washington
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material = Concrete
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traffic = 110,000 cars per day [http://www.wsdot.wa.gov/projects/Viaduct/ WSDOT Projects: Alaskan Way Viaduct and Seawall Replacement] ]
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complete = April 4, 1953
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The Alaskan Way Viaduct, completed on April 4, 1953, is an elevated section of State Route 99 that runs along the Elliott Bay waterfront in Seattle's Industrial District and downtown Seattle. It is the smaller of the two major north-south traffic corridors through Seattle, carrying up to 110,000 vehicles per day. The viaduct runs above the surface street, Alaskan Way, from S. Nevada Street in the south to the entrance of Belltown's Battery Street Tunnel in the north, following previously existing railroad lines.

Earthquake concerns

The 1989 Loma Prieta earthquake destroyed the similarly designed Cypress Street Viaduct in Oakland, California with considerable loss of life. The 2001 Nisqually earthquake damaged the viaduct and its supporting Alaskan Way Seawall and required the Washington State Department of Transportation (WSDOT) to invest $14.5 million U.S. in emergency repairs. Experts give a 1-in-20 chance that the viaduct could be shut down by an earthquake within the next decade. Since the Nisqually Earthquake occurred, semi-annual inspections have discovered continuing settlement damage.

Due to damage from continuing settlement, a group of researchers and faculty from the University of Washington urged the mayor of Seattle (in 2007) to close the viaduct within a four-year timeframe. [ [http://seattletimes.nwsource.com/html/opinion/2002837776_viaduct02.html Seattle Times:Shut down the viaduct (March 2, 2006)] ] Whether to remove, replace, or rebuild the viaduct is a politically charged issue. Proponents of removing the viaduct cite successful examples of this such as The Embarcadero Freeway in San Francisco, in which the demolition of the viaduct and routing of traffic along surface streets enhanced the city's waterfront. Proponents of rebuilding the viaduct claim that surface streets might not be able to handle the traffic that the viaduct currently supports without extensive improvements. Proponents of replacing the viaduct with a large tunnel argue that, while the tunnel is the more expensive option, it would maintain traffic capacity and also create new opportunities for downtown city redevelopment, with potential benefits of low-income housing, new park space, and new retail and office space.

Future plans

Governor Christine Gregoire stated "no action" is not an option for the viaduct. [ [http://seattlepi.nwsource.com/transportation/300190_viaduct18.html Tunnel option off table for viaduct replacement] ] However, she dismisses the idea of building a tunnel, and has not proposed any other plans or move towards repairs. There is consensus that some action needs to be taken with the viaduct and the seawall that supports the viaduct in the near future. [ [http://www.wsdot.wa.gov/projects/Viaduct/ WSDOT - Project - SR 99 - Alaskan Way Viaduct and Seawall Replacement] ] However, there is no consensus on whether to remove, replace, or rebuild the viaduct.

Many Seattle leaders, including Mayor Greg Nickels and state and city transportation officials, favor building a tunnel. Plans for a six-lane double-decker tunnel were developed. [http://www.seattlechannel.org/issues/viaduct.asp Seattle Channel -- News Room -- Alaskan Way Viaduct In-depth] ] The tunnel was envisioned as a solution to not only the viaduct's traffic limitations and safety problems, but also to allow better uses for the waterfront real estate, including parks, housing, and retail developments. While future development of the Alaskan Way real estate corridor may provide tax revenue for the city, many state lawmakers claimed the originally proposed six-lane tunnel project was too costly. In response to concerns about the cost of the originally proposed tunnel construction, the city council created a scaled-down four-lane hybrid tunnel option.

In mid-December 2006, Governor Gregoire stated the decision was at a stalemate and called for an advisory ballot on March 13th for Seattle residents.

In January 2008, Governor Gregoire stated the State of Washington will take down the viaduct in 2012, regardless of the city government or lack of an alternative. [ [http://seattlepi.nwsource.com/transportation/346052_gregoire04.html Seattle P-I: "Gregoire: 'Watch me' tear down the viaduct" (January 3, 2008)] ]

Tunnel option

* Tunnel would be four lanes: two lanes each direction, side-by-side.
* The tunnel’s 14-foot shoulders would be used as an extra travel lane each way during periods of high demand.
* Transit service would be increased during peak commuter periods.
* Cars entering and exiting from Elliott and Western Avenues would each have a dedicated lane.
* Third Avenue would become a permanent transit corridor.
* Cost estimate for the four-lane tunnel: $3.4 billion

On February 13th, 2007, Governor Christine Gregoire rejected the scaled-down four-lane tunnel hybrid option, saying that the recent WSDOT review showed the tunnel proposal "does not meet state and federal safety standards." Of particular concern is that the use of shoulders as traffic lanes during peak traffic times would leave no additional lanes for emergency access. [ [http://seattlepi.nwsource.com/local/6420AP_WA_XGR_Seattle_Viaduct.html?source=mypi Gov, lawmakers reject tunnel option to replace Seattle viaduct] ]

Elevated structure

* Replace current viaduct with updated seismic standards.
* The new viaduct would be on average 71 percent larger than the current viaduct. The size increase would put more of the waterfront in shadow. [ [http://www.thestranger.com/seattle/Content?oid=161447 No and Hell No, The Stranger] ]
* Lanes on new structure would be 12 feet wide, with new shoulders on each side for a total width of 75 feet across. The current structure has no shoulders and lanes are less than 10 feet wide in some areas.
* Current on and off ramps at the northern and southern portion of the viaduct in Seattle would remain the same with an additional full intersection at South Atlantic Street and South Royal Brougham Way. The First Street off ramp would be removed.
* Plan would include a complete replacement of the sea wall.
* Cost estimates elevated structure: $2.4-2.8 billion.
* Construction duration: 10 to 11 years [ [http://www.wsdot.wa.gov/Projects/Viaduct/Alternatives.htm WSDOT Viaduct Alternatives Information] ]

Many prominent leaders and organizations are against an elevated structure and believe this is a unique opportunity to remove the viaduct and connect downtown Seattle to the waterfront. Former Governors Dan Evans and Gary Locke, former U.S. Senator Slade Gorton, and the American Institute of Architects recommend against rebuilding the viaduct. [ [http://216.150.141.179/noelevated/images/viaduct_stad15.pdf Open Letter to Governor Chris Gregoire] ]

urface option

This option is strongly backed by King County Executive Ron Sims, and by the People's Waterfront Coalition. [ [http://www.moreperfect.org/wiki/index.php?title=People%27s_Waterfront_Coalition MorePerfect.org: People's Waterfront Coalition] ] [ [http://www.kndo.com/Global/story.asp?S=6110246&nav=menu484_2_8 KNDO/KNDU: WA gov nixes `surface option' on Seattle waterfront; Sims furious] ] This option was not on the March 13th ballot, but a rejection of the other two proposals could have indicated support for this alternative. The state and county currently have experts exploring the proposal and will report back to leaders when their assessment is complete.

Proponents offer examples of successes in other cities and outline the plan and its potential benefits as follows:

* Remove the viaduct completely and replace it with a surface street and transit improvements.
* Proponents envision the waterfront becoming a pedestrian-friendly neighborhood that mixes commercial, retail, and public park spaces.
* Traffic needs would be addressed through improvements to existing streets, I-5, and public transit.
** Similar improvements will be necessary for the other proposals as well, due to closure of the viaduct during construction (estimated at 6-12 years).
* The total cost of removal of the viaduct, repairing the seawall, and improvements to I-5 and existing streets is unofficially estimated to be $1.6 billion.
* Highway removal or downsizing has worked in other cities.
* Opportunity to improve connectivity in the street grid and improve public transit offerings.
* Potential to improve the tourist economy, create jobs, and encourage a denser and more residential downtown through the offering of a generous waterfront park.

Due to removal, construction, or earthquake, there will be a multi-year period when the viaduct is closed. During this time, the city of Seattle could move forward with improvements to the downtown traffic grid and public transportation, while collecting information on whether additional transit capacity is needed. [ [http://seattletimes.nwsource.com/html/opinion/2002837776_viaduct02.html The Seattle Times: Shut down the viaduct.] ] This approach would allow Seattle to determine whether it can replicate the success of The Embarcadero in San Francisco.

Earthwork

Excavation for the tunnel option would involve both excavation along the waterfront and a re-excavation of the existing Battery Street Tunnel, which is level with the viaduct. The experience of Boston's Big Dig project, where a viaduct was converted into an underground tunnel, illustrates the schedule and budget challenges of such a large project. Proponents have taken pains to distinguish Seattle's "Little Dig" from Boston's I-93 tunnel project. [ [http://www.seattleweekly.com/news/0616/viaduct.php Seattle Weekly: Seattle's Little Dig (April 19, 2006)] ]

Costs

Money is a major issue in the viaduct debate: Seattle's budget in the early 2000s was stretched thin because of unemployment, the loss of Boeing jobs, and the lingering effects of the dot-com crash. Replacement options under consideration range in cost from $2.5 billion to $4.1 billion and a completion time of up to 12 years.

On September 7, 2004, WSDOT announced that the alternatives had been narrowed down to two:

# Rebuilding the viaduct (estimated cost, $3.2 to $3.5 billion; estimated time, 6-8 years)
# Replacing the viaduct with a six-lane tunnel (estimated cost, $3.6 to $4.1 billion; estimated time, 7-9 years)

However, due to the costs and scope of the project, the other options are still being discussed in the local media. Seattle City Council member Peter Steinbrueck notes that "While the mayor's first choice is the tunnel, he supports the City Council's resolution that designates a surface and transit alternative as a backup." [ [http://archives.seattletimes.nwsource.com/cgi-bin/texis.cgi/web/vortex/display?slug=steinbrueck10&date=20061010&query=viaduct+surface Seattle Times: Climate's Right For Fresh Viaduct Plan (Oct 10, 2006)] ]

Current funding

* $2 Billion - 2005 Gas Tax (Partnership Funding)
* $177 Million - Transportation 2003 Account (Nickel Funding)
* $207.5 Million - 2005 Federal Earmark Funds
* $19 Million - Other Funds
* $2.4 Billion - Total Funding Available From All SourcesMayor Greg Nickels is attempting to attract $1 billion of funding from the federal government; his department has also outlined a financial plan which adds additional sources of funding which potentially total $2.6 billion. [ [http://seattletimes.nwsource.com/html/localnews/2003080015_viaduct23m.html Seattle Times: Mayor finds $2.6 billion more to pay for viaduct tunnel plan (June 23, 2006)] .] With the termination of the Seattle Monorail Project, the Downtown Seattle Association is arguing for funding source used for the monorail project be used to replace the viaduct. The source for the monorail project was an excise tax based on tables approximating the value of vehicles registered within Seattle. The valuation tables have generated their own controversy, which resulted in the state wide tax vehicle excise being repealed.

Ballot vote

On March 13, 2007, an advisory ballot allowed citizens to vote on whether they support a surface-tunnel hybrid and whether they support an elevated structure alternative. [ [http://www.metrokc.gov/elections/200703/seattle.pdf official ballot - King County, WA Special Election, MARCH 13, 2007 (pdf)] ] Voters rejected the surface-tunnel hybrid option 70% to 30% and rejected the elevated structure (rebuild) option 57% to 43%. [ [http://www.metrokc.gov/elections/200703/res.htm King County Election Results] ]

It was unclear what it would have meant if voters approved both options. [ [http://seattletimes.nwsource.com/html/politics/2003533235_viaductvote20m.html The Seattle Times: Politics: Viaduct vote set; state may ignore it] ] Rejecting both options would have indicated a preference to earthquake-proof the existing viaduct or removal of the viaduct without replacing it.

Entrances and exits

References

ee also

* Big Dig (an elevated-to-tunnel conversion in Boston)
* Gardiner Expressway (an elevated freeway in Toronto with similar future plans)

External links

* [http://www.wsdot.wa.gov/projects/viaduct/ SR 99 - Alaskan Way Viaduct & Seawall Replacement Project]
* [http://www.seattle.gov/mayor/ The Mayor's Office - information and videos about the replacement project]
* [http://www.wsdot.wa.gov Washington State Department of Transportation]
* [http://www.peopleswaterfront.org People's Waterfront Coalition]
* [http://www.alliedarts-seattle.org Allied Arts of Seattle]
* [http://www.sireneinternet.net/pstran/viaduct Alaskan Way Viaduct - Puget Sound Transportation projects (unofficial)]
* [http://www.moreperfect.org/wiki/index.php?title=The_Alaskan_Way_Viaduct MorePerfect.org: Alaskan Way Viaduct replacement options]

News stories

*cite news |first= |last= |author= |url=http://seattletimes.nwsource.com/html/localnews/2003249507_webviaduct08.html |title=Two views of the viaduct |work= |publisher=Seattle Times |pages= |page= |date=2006-09-08 |accessdate=2006-09-10
** note: article links to videos which require RealPlayer 10.5

*cite news |first= |last= |author= |url=http://seattletimes.nwsource.com/html/localnews/2003185081_viaduct09m.html |title=State offers 3 decidedly different designs for viaduct |work= |publisher=Seattle Times |pages= |page= |date=2006-08-09 |accessdate=2006-08-15

*cite news |first= |last= |author= |url=http://seattletimes.nwsource.com/html/localnews/2003169038_viaduct02m.html |title=Idea of fixing viaduct seen as having merit but problems as well |work= |publisher=Seattle Times |pages= |page= |date=2006-08-02 |accessdate=2006-08-02

*cite news |first= |last= |author= |url=http://seattletimes.nwsource.com/html/localnews/2003149875_viaduct25m.html |title=What will happen if viaduct closes? Study takes a look |work= |publisher=Seattle Times |pages= |page= |date=2006-07-25 |accessdate=2006-07-25

*cite news |first= |last= |author= |url=http://seattlepi.nwsource.com/transportation/268857_viaduct03.html |title=A Longer shelf life for the viaduct |work= |publisher=Seattle P.I |pages= |page= |date=2006-05-03 |accessdate=2006-06-24

*cite news |first= |last= |author= |url=http://www.seattleweekly.com/news/0616/viaduct.php |title=Seattle's Little Dig |work= |publisher=Seattle Weekly |pages= |page= |date=2006-04-19 |accessdate=2006-06-24

*cite news |first= |last= |author= |url=http://www.moreperfect.org/wiki/index.php?title=Alaskan_Way_Viaduct:_Transit_%26_Streets_Proposal:_Read_More |title=MorePerfect.org collected news stories |work= |publisher=MorePerfect.org |pages= |page= |date= |accessdate=