ANNOUNCING
Thank you for visiting our website. The content you see here was published for the EIS scoping period that was open between Jan. 23 and March 10, 2023 and is now closed. However, you can still learn more about the project and our alternatives development work below. A decision by the Sound Transit Board on the alternatives to be studied in the Draft EIS is expected in summer 2023. Visit the project website for updates and additional background information, including a Scoping Summary Report, expected to be available summer 2023.
Welcome
Preparing for environmental review
The Everett Link Extension is an ambitious mass transit system expansion that will extend Link light rail service north from Lynnwood City Center to the Everett Station area. This project will also include Operations and Maintenance Facility (OMF) North, a necessary facility to support Link light rail operations. Public input will help determine the route, station and OMF North alternatives Sound Transit will continue to study as part of the project’s next phase: environmental review.
About this site
This site provides:
- Background information and outreach updates.
- Information about the environmental review process and scoping.
- Updated evaluation of route, station and OMF North alternatives.
Subscribe for project news
What is scoping?
In 2023, Sound Transit will be starting work on an environmental impact statement (EIS) click for definition for the Everett Link Extension and OMF North. In preparation for that process, we are asking the public, Tribes and agencies to provide feedback on what they would like to see studied in the EIS. This public comment period is officially known as “scoping”. Sound Transit will also coordinate with the Federal Transit Administration (FTA) on potential federal funding for the project and review of the project under the National Environmental Policy Act (NEPA).
Learn more about environmental review and scoping.
Background
About the project
The Everett Link Extension will provide fast, reliable connections to residential and employment centers throughout the region. We’re planning to add approximately 16 miles of light rail and six new stations connecting Snohomish County residents to the regional Link light rail network. In addition, we are studying a provisional (unfunded) station click for definition through the planning process as well as parking facilities at two station locations.
The project includes the essential OMF North, which would support overall system operation and have the capacity to receive, store and service a larger train fleet to support Link extensions. To build this new facility, we need approximately 60-70+ acres near the light rail line.
Station access and parking
- When light rail service begins, transit riders will be able to access Link via existing and new local transit connections and existing parking facilities at Everett, Ash Way and Mariner stations.
- The Sound Transit 3 plan, or ST3, for Everett Link includes new station parking for 550 vehicles at Mariner Station and 1,000 vehicles at Everett Station.
- To complete the light rail connection to Everett as soon as possible, the Sound Transit Board has deferred funding for parking facilities at these two stations until 2046.
- Sound Transit will assess the potential project effects for the openings of the new stations and parking areas separately.
What we’ve done so far:
Voters approved funding for the “representative project” presented in 2016
As part of the ST3 ballot measure in 2016, voters approved funding for the representative project, which established light rail as the transit mode for the corridor, an approximate route, the number and general locations of light rail stations, and passenger access. The representative project was our starting point for project planning.
Project planning started in spring 2021
The first step in planning is called Alternatives Development, where we work with the FTA, local jurisdictions and communities to identify any additional alternative routes, stations and OMF North locations to be studied alongside the representative project. Additional alternatives must meet the project’s purpose and need.
Throughout this process, we’ve evaluated potential alternatives at progressively greater levels of detail and invited comments from the public, Tribes and agencies at each level. Our advisory groups helped to narrow down the number of alternatives and determine which ones should be moved to the next level of evaluation.

We asked for feedback on alternatives in winter 2021
Sound Transit and the FTA provided an Early Scoping Period in November-December 2021, during which we received over 300 comments from community members, Tribes and agencies on the Everett Link Extension and OMF North project. This feedback helped shape the Level 1 evaluation of alternatives.
We completed the Level 1 alternatives analysis and asked for additional feedback in spring 2022
In March-April 2022, we shared the results of our Level 1 analysis and collected over 1,800 individual comments on the route, station and OMF North alternatives. These were shared with our agency partners, the Community Advisory Group, the Elected Leadership Group and the Sound Transit Board to help inform which alternatives would advance to the Level 2 analysis.
At that time, we also considered adding two new alignment alternatives based on Board direction around realignment and public comments received during early scoping. Ultimately, as a result of our evaluation and direction from the Elected Leadership Group, these alternatives did not move forward for further study.
In early 2023, we presented a refined set of alternatives and complete Level 2 analysis
In the Alternatives Development phase, we’re providing information on the findings from our Level 2 analysis, the final step in evaluating alternatives before environmental review. Now we’re asking the public to comment on our EIS scope. Your feedback will help Sound Transit identify which alternatives should continue to be studied in the EIS and what topics we should study. FTA may also consider this input through the NEPA process.
Project area

Learn more
- Everett Link Extension web site
- Fact sheet [English] [Korean] [Russian] [Spanish]
- Community Engagement Guide
- Community Engagement Factsheet [English] [Korean] [Russian] [Spanish]
- Frequently asked questions [English] [Korean] [Russian] [Spanish]
- Project schedule
- Property Owner Guide
Environmental review
What is an EIS?
The next phase of this project will be environmental review, which includes the preparation of an Environmental Impact Statement click for definition. The EIS will evaluate the potential adverse or beneficial effects of the alternatives to the physical, human and natural environment and will also propose measures to avoid, minimize or mitigate significant adverse effects where appropriate. This EIS will be prepared in compliance with both the National Environmental Policy Act (NEPA) and the Washington State Environmental Policy Act (SEPA). FTA is anticipated to be the lead agency under NEPA and Sound Transit is the lead agency under SEPA. The SEPA scoping process is part of local planning and FTA could rely on it for future NEPA evaluations. Decisions made in this local SEPA scoping process may be revisited in the subsequent federal NEPA process.
The EIS will be published in two documents: a Draft EIS and a Final EIS. The Draft EIS will be made available to the public for a minimum of 45 days for review and comment. The Final EIS will address public, Tribe and agency comments; will include any necessary revisions to correct technical errors; and will add any new information that became available since the Draft EIS was published.
What is scoping?
The EIS scoping period is an opportunity for the public, Tribes and agencies to provide input on the scope of the EIS including:
- The project’s purpose and need click for definition (see below).
- Topics or issues to study in the EIS.
- Light rail route/stations and OMF North site alternatives.
Your input will be shared with the Community Advisory Group (CAG), Elected Leadership Group (ELG), Sound Transit Board and FTA to help inform decision-making on the alternatives to study further in the EIS. Once all comments from this scoping process have been reviewed and recommendations have been made by the CAG and ELG, the Sound Transit Board will identify alternatives for the Draft EIS and may also identify a preferred alternative click for definition.
What will be studied in the EIS?
The EIS will comply with all applicable environmental laws, regulations and executive orders relevant to the proposed project during the environmental review process. Sound Transit proposes to address the following topics within the EIS:
- Acquisitions, displacements and relocations
- Air quality, including greenhouse gas emissions
- Economics
- Ecosystems
- Electromagnetic fields
- Energy
- Environmental justice
- Geology and soils
- Hazardous materials
- Historic, cultural and archeological resources including Section 106 (National Historic Preservation Act) resources and process
- Land use
- Noise and vibration
- Parks and recreational resources
- Public services, safety and security
- Section 4(f) of U.S. Department of Transportation Act and Section 6(f) of the Land and Water Conservation Fund Act
- Social resources, community facilities and neighborhoods
- Transportation (traffic, freight, navigation, transit, non-motorized)
- Utilities
- Visual and aesthetic resources
- Water resources
In evaluating these topics, the EIS will address direct, indirect, and cumulative effects of both the construction and the operation of the project as well as propose measures to avoid, minimize, or mitigate significant adverse effects where needed, to inform decision makers, the public, Tribes and agencies about the project. Learn more about NEPA regulations.
Project purpose and need
The purpose of the Everett Link Extension is to expand the Link light rail system from the Lynnwood City Center Link Station to the Everett Station area and provide an OMF in order to:
- Provide high quality, rapid, reliable, accessible and efficient light rail transit service to communities in the project corridor as defined through the local planning process and reflected in the ST3 Plan.
- Improve regional mobility by increasing connectivity and capacity in the Everett Link Extension corridor from the Lynnwood Transit Center to the Everett Station area to meet projected transit demand.
- Connect regional centers as described in adopted regional and local land use, transportation and economic development plans and Sound Transit’s Regional Transit Long-Range Plan.
- Implement a system that is technically and financially feasible to build, operate and maintain.
- Expand mobility for the corridor and region’s residents, including explicit consideration for transit-dependent, low-income and minority populations.
- Encourage equitable and sustainable growth in station areas through support of transit-oriented development click for definition and multimodal integration in a manner that is consistent with local land use plans and policies, including Sound Transit’s Equitable Transit Oriented Development Policy and Sustainability Plan.
- Encourage convenient, safe and equitable non-motorized access to stations, such as bicycle and pedestrian connections, consistent with Sound Transit’s System Access Policy and Equity and Inclusion Policy.
- Preserve and promote a healthy environment and economy by minimizing adverse impacts on the natural, built and social environments through sustainable and equitable practices.
- Provide an operations and maintenance facility with the capacity to receive, test, commission, store, maintain and deploy vehicles to support the intended level of service for system-wide light rail system expansion.
- Develop an operations and maintenance facility that supports efficient and reliable light rail service and minimizes system operating costs.
The project is needed because:
- Chronic roadway congestion on Interstate 5 and State Route 99 – two primary highways connecting communities along the corridor – delays today’s travelers, including those using transit, and degrades the reliability of bus service traversing the corridor, particularly during commute periods.
- These chronic, degraded conditions are expected to continue to worsen as the region’s population and employment grow.
- Puget Sound Regional Council (the regional metropolitan planning organization) and local plans call for high-capacity transit in the corridor consistent with Puget Sound Regional Council’s VISION 2050 and Sound Transit’s Regional Transit Long-Range Plan.
- Snohomish County residents and communities, including transit-dependent residents and low-income or minority populations, need long-term regional mobility and multimodal connectivity, as called for in the Washington State Growth Management Act.
- Regional and local plans call for increased residential and/or employment density at and around high-capacity stations and increased options for multi-modal access.
- Environmental and sustainability goals of the state and region, as established in Washington state law and embodied in Puget Sound Regional Council’s VISION 2050 and Regional Transportation Plan, include reducing greenhouse gas emissions by prioritizing transportation investments that decrease the vehicle miles traveled.
- The current regional system lacks an operations and maintenance facility with sufficient capacity and suitable location to support the efficient and reliable long-term operations for system-wide light rail expansion, including the next phase of light rail expansion in Snohomish and King Counties.
- New light rail maintenance and storage capacity needs to be available with sufficient time to accept delivery of and commission new vehicles to meet fleet expansion needs and to store existing vehicles while the new vehicles are tested and prepared.

Learn more about scoping
- Scoping Information Report
- SEPA Determination of Significance
- Early Scoping Summary Report
- Community Guide to Alternatives Development [English] [Russian] [Korean] [Spanish]
- Community Guide to Scoping [English] [Russian] [Korean] [Spanish] [Khmer] [Vietnamese] [Lao]
Tribal engagement
To effectively support Tribal participation in the identification, analysis and evaluation of the Everett Link Extension alternatives, Sound Transit consults with Tribes very early in this process. We have reached out to the following Tribes and will continue to work with them for the duration of the project:
- Muckleshoot Indian Tribe
- Sauk-Suiattle Indian Tribe
- Snoqualmie Indian Tribe
- Stillaguamish Tribe of Indians
- Suquamish Tribe and the Port Madison Indian Reservation
- Swinomish Indian Tribal Community
- Tulalip Tribes
- Confederated Tribes and Bands of the Yakama Nation
- Duwamish*
- Snohomish*
*Non-Federally Recognized
Alternatives
Which routes, stations and OMF North locations should we keep studying?
Below are key station area features and findings from our most recent
evaluation for the current route, station and OMF North alternatives. We
need public input to help determine which should move forward. The project
team may need to study multiple alternatives in an EIS, so your comments
will help us narrow down which options should be studied in the EIS and
which is the preferred alternative.
What criteria are studied in our evaluation?
We are studying various aspects of the project and the potential positive
and negative effects that route, station and OMF North alternatives could
have on a surrounding area. The criteria studied cover a range of topics,
including technical and financial feasibility, preliminary comparative
cost estimates and potential impacts to natural, built, and social
environments.
The findings from our evaluation listed below are focused on differences
in the alternatives’ performance. Ridership and proximity to Puget Sound Regional Council-designated centers, for example, were studied as part of our analysis; however, these criteria were not found to be notably different between station locations, therefore they are not included below. If you are interested in more information about all of the criteria we measured and the results, you can find them in the Level 2 Evaluation Report.
How to view
You can learn more about an area by clicking the area name below. From
there, you can learn about specific alternatives by clicking their names.
Project overview map
This map of the full Everett Link Extension project area shows the representative project route and stations in pink and other potential alternative routes and stations in navy blue. Sections below this are presented from south to north. Each station alternative section presents a map of each station alternative’s conceptual shape, lists key station area features, and also shows our analysis for each alternative currently being studied. Each station alternative section presents results from our analysis specific to the alternative: advantages, disadvantages, key findings and images to illustrate what the station may look like.

The text below describes the image above Map of the Everett Link Extension project area. The representative project parallels Interstate Five and continues north from Lynnwood City Center station on an elevated guideway, with a station in West Alderwood. The route continues on an elevated guideway to the next station located at the Ash Way Park and Ride. From Ash Way, the route moves northward on tracks that are surface level with the road, shifting to an elevated platform again as the train approaches Mariner Station, where additional parking is proposed. From Mariner station, the route continues on an elevated guideway in a northwest direction, with a provisional station located at state route ninety-nine and Airport Road. The route continues northwest on an elevated guideway and gradually comes to surface level tracks as it enters a station near state route five two six, known as the Southwest Everett Industrial Center. The route then moves east on an elevated guideway and enters the next station on surface level tracks at state route five two six and Evergreen Way. From here, the route has mixed elevated and surface level guideways that move northward, paralleling interstate five. The final station is on an elevated guideway at the existing Everett station in downtown Everett. Additional parking is proposed at the Everett station.
West Alderwood
Key features
- All routes and stations would be elevated.
- Station alternatives are located in or around Alderwood Mall.
- Community Transit serves this area with local buses and future Swift Orange Line service is planned.
- No new parking is planned here as part of this project.
ALD-B
ALD-B would be located on the south side of Alderwood Mall within the current surface parking lot. Key findings compared to other West Alderwood station area
alternatives:
Advantages
- None compared to ALD-D or ALD-F.
Disadvantages
- Fewest historically underserved communities and no affordable housing within walking distance.
- Least potential for new development near the station.
- Hardest to walk or bike to.
ALD-D
ALD-D would be located on the west side of Alderwood Mall along 33rd Avenue W. Key findings compared to other West Alderwood station area alternatives:
Advantages
- Best connections to planned Swift Orange Line and shortest travel times for buses to reach the station.
- Highest planned population and job growth within walking distance.
- Most historically underserved communities within walking distance.
- Most community destinations within walking distance (including US Social Security Office, Virginia Mason Lynnwood Medical Center, H Mart).
- Easiest to walk to.
- Aligns with local planning by the City of Lynnwood.
Disadvantages
- Less potential for new development near the station than ALD-F.
ALD-F
ALD-F station would be located on the north side of Alderwood Mall along 184th St SW. You’ll find fewer advantages and disadvantages below, because when compared to other options it tended to fall in the middle, generally performing better than ALD-B but slightly worse than ALD-D. Key findings compared to other West Alderwood station area alternatives:
Advantages
- Most potential for new development opportunities near the station.
- Shorter travel times for buses to reach the station than ALD-B.
- More historically underserved communities within walking distance than ALD-B.
- Easier to walk and bike to than ALD-B.
Disadvantages
- Worse connection to Swift bus service than ALD-D.
- Fewer historically underserved communities within walking distance than ALD-D.
Ash Way
Key features
- The existing Ash Way Park-and-Ride located west of I-5 would continue to be the parking facility for transit in the area.
- Community Transit serves this area with local and commuter buses, and future Swift Orange Line service is planned.
- Snohomish County plans to complete a new multimodal crossing of I-5 north of 164th Street SW, which is partially funded.
ASH-A
ASH-A would be an elevated station on the west side of I-5 and the route would run at street-level north of the station. Key findings compared to other Ash Way station area alternatives:
Advantages:
- More historically underserved communities and affordable housing.
- Easier for buses to serve the station and Ash Way Park-and-Ride.
- Best connections to planned Swift Orange Line.
- Easier for cars to pick up and drop off at the station.
Disadvantages:
- Less potential for new development near the station.
- More potential residential displacements.
ASH-D
The ASH-D route would cross I-5 twice to locate the station on the east side of I-5. The route would run mostly at street level but would run under 164th Street SW with an open-air station below street level. Key findings compared to other Ash Way station area alternatives:
Advantages:
- More potential for new development near the station.
- Easy connection to the Interurban Trail.
- Aligns with local planning by Snohomish County.
Disadvantages:
- Fewer historically underserved communities and less affordable housing within walking distance.
- Longer travel times for buses to serve this station and Ash Way Park-and-Ride.
- Difficult for cars to pick up and drop off at the station.
- Route may disrupt the Interurban Trail during construction.
- Potential displacement of community destinations.
Mariner
Key features
- All stations and routes would be elevated.
- Community Transit serves this area with local buses and the Swift Green Line.
- Snohomish County is actively seeking funding for a new multimodal crossing along 130th Street across I-5 to 8th Avenue W.
- Stations in the Mariner area are larger than other station areas because it would be a major hub for local and regional buses and a light rail transfer point.
- The Mariner Park-and-Ride lot is west of I-5 and south of 128th Street SW.
- Approximately 550 new parking spaces are planned at this station by 2046.
MAR-A
MAR-A would be located on the north side of 128th Street SW. This station has fewer advantages and disadvantages, because it performs better than MAR-D but worse than MAR-B. Key findings compared to other Mariner station area alternatives:
Advantages
- Higher planned population and job growth near the station than MAR-D, but lower than MAR-B.
- More historically underserved communities within walking distance than MAR-D, but fewer than MAR-B.
Disadvantages
- More potential residential displacements than MAR-B, including affordable housing.
- Business displacements on the north side of 128th Street SW.
MAR-B
MAR-B would be located on the south side of 128th Street SW. Key findings compared to other Mariner station area alternatives:
Advantages:
- Higher planned job and population growth near the station.
- Most historically underserved communities within walking distance.
- Fewest potential residential displacements.
- Easiest to walk to.
Disadvantages:
- Business displacements on the south side of 128th Street SW.
MAR-D
MAR-D station would be located between 4th Avenue W and 8th Avenue W across the street from Mariner Park-and-Ride. Key findings compared to other Mariner station area alternatives:
Advantages
- Aligns with local planning by Snohomish County.
- Most potential for new development near the station.
Disadvantages
- Fewest historically underserved communities within walking distance.
- Most potential residential displacements, including affordable housing.
- Hardest for cars to pick up and drop off at the station.
- Business displacements on the north side of 128th Street SW.
SR 99 / Airport Road
Key features:
- This station is provisional (unfunded).
- All stations and routes would be elevated.
- Community Transit currently serves this area with bus routes including Swift Blue and Green lines.
AIR-A
AIR-A would be located at the northern corner of Airport Road and SR 99. Key findings compared to the other SR 99/Airport Road station area alternatives:
Advantages
- Better connection to Swift Green Line.
- Less disruptive to business access during construction.
Disadvantages
- Harder for cars to pick up and drop off at the station.
AIR-B
AIR-B would be located at the western corner of Airport Road and SR 99. Key findings compared to other SR 99/Airport Road station area alternatives:
Advantages
- More potential for new development adjacent to the station.
- Easier for cars to pick up and drop off at the station.
Disadvantages
- Worse connection to Swift Green Line.
- More disruptive to business access during construction.
SW Everett Industrial Center
Key features
- All stations and routes would be elevated.
- Everett Transit and Community Transit currently serve this area with bus routes, including the Swift Green Line.
- All alternatives would be within the Paine Field/Boeing Everett Manufacturing/Industrial Center.
- Stations in this area include space for shuttle service to Paine Field Airport and to the Boeing Everett Production Facility.
SWI-A
SWI-A station would be located just south of SR 526. The station could connect to a pedestrian bridge across SR 526 to the Boeing facility to the north for Boeing employees; however, it is not currently approved or funded.
Key findings compared to other SW Everett Industrial Center station area alternatives:
Advantages
- Serves some historically underserved communities and affordable
housing within walking distance. - Direct connection to Boeing Everett Production Facility and regional employment.
- Most potential for new development near the station.
- Easier to walk to.
Disadvantages
- Longer travel times for buses to reach the station.
SWI-B
SWI-B would be located along the east side of Airport Road, south of Casino Road. Key findings compared to other SW Everett Industrial Center station area alternatives:
Advantages:
- Shorter travel times for buses to reach the station.
- Best connection to the Swift Green Line.
Disadvantages:
- Does not serve residential areas, historically underserved communities or affordable housing.
SWI-C
SWI-C would be located along the east side of Airport Road, near 94th Street SW. Although this station is closest to Paine Field passenger terminal, it is still located ¾ mile away and would require shuttle service to the airport. Key findings compared to other SW Everett Industrial Center station area alternatives:
Advantages:
- Easier to bike to the station.
Disadvantages:
- Does not serve residential areas, historically underserved communities or affordable housing.
SR 526 / Evergreen
Key features
- Since the last public outreach period, we redesigned routes along Casino Road to minimize potential displacements. Instead of running the length of Casino Road, alternatives south of SR 526 connect to the station area closer to Evergreen Way.
- Bus stops would be located on existing streets at all station options in this area.
- Everett Transit and Community Transit currently serve this area with bus routes, including the Swift Blue Line.
- No parking is included at this station as part of this project.
EGN-A
The EGN-A route would be north of SR 526 and mostly at street level. The station would be an open-air station slightly below street level and then would cross under Evergreen Way. Key findings compared to other SR 526/Evergreen station area alternatives:
Advantages:
- Fewest potential residential displacements and displacements of community destinations.
- Avoids business displacements along Casino Road.
Disadvantages:
- Longest walk to Swift Blue Line and local bus service.
- Fewer historically underserved communities and less affordable housing within walking distance.
- Lowest planned population and job growth within walking distance.
- Hardest to reach the station by car, only accessible by dead-end street.
- Most streams near the route and station.
EGN-B
EGN-B station would be elevated and located at the northwest corner of the Casino Road and Evergreen Way intersection. Key findings compared to other SR 526/Evergreen station area alternatives:
Advantages
- More historically underserved communities and affordable housing within walking distance than EGN-A and EGN-C.
- Easy for cars to pick up and drop off at the station.
Disadvantages
- Potential to displace community destinations near the station.
- More potential residential displacements than EGN-A but fewer than EGN-D.
EGN-C
EGN-C station would be elevated and located at the northeast corner of the Casino Road and Evergreen Way intersection. Key findings compared to other SR 526/Evergreen station area alternatives:
Advantages:
- Better connection to the Interurban Trail.
- Easy for cars to pick up and drop off at the station.
Disadvantages:
- More potential residential displacements than EGN-A but fewer than EGN-D.
- Potential displacements of community destinations near the station.
- Fewest historically underserved communities and less affordable housing within walking distance.
EGN-D
EGN-D station would be elevated and located at the southwest corner of the Casino Road and Evergreen Way intersection. Key findings compared to other SR 526/Evergreen station area alternatives:
Advantages:
- Better connection to Swift Blue Line and local buses, with shorter walking distance to transfers.
- Most historically underserved communities within walking distance.
Disadvantages:
- Most potential residential displacements.
- Potential displacements of community destinations.
- Route has two crossings of Casino Road with potential for more challenging construction and disruption to businesses and residences.
EGN-E
EGN-E station would be elevated and located at the southeast corner of the Casino Road and Evergreen Way intersection. Key findings compared to other SR 526/Evergreen station area alternatives:
Advantages:
- Better connection to Swift Blue Line and local buses, with shorter walking distance to transfers.
- Most community destinations within walking distance (such as Emerson Elementary School, Los Guerros grocery store and Grace Lutheran Church).
- More potential for new development near the station.
- Better connection to the Interurban Trail.
- Easier for cars to pick up and drop off at the station.
Disadvantages:
- More potential residential displacements than EGN-A but fewer than EGN-D.
- Potential displacements of community destinations.
- Route has two crossings of Casino Road with potential for more challenging construction and disruption to businesses and residences.
I-5/Broadway
Key features
- This section of the project includes two route alternatives from SR 526 and I-5 to Lowell Road and I-5. This section does not include a station.
Broadway
The Broadway route would be in an open-air trench in the southern third of this section transitioning to elevated track moving north. Key findings compared to I-5 alternative:
Advantages:
- Shorter route with fewer curves and slightly shorter travel time.
Disadvantages:
- Much higher potential residential displacements.
- Would potentially require permanent closure of six intersections.
- More wetlands near the route.
I-5
The I-5 route would run at street level adjacent to the highway. Key findings compared to Broadway alternative:
Advantages:
- Fewer potential residential displacements.
- Would not require permanent intersection closures.
Disadvantages:
- Limited space for light rail tracks creates a more challenging construction environment.
Everett Station
Key features
- All stations and routes would be elevated.
- Everett Station would be the northern end of the current Link system and would be a major connection hub.
- Tracks would extend beyond the station for trains to turn around.
- Approximately 1,000 new parking spaces are planned at this station by 2046.
- Everett Transit and Community Transit currently serve this area with bus routes, including the Swift Blue Line.
EVT-A
EVT-A would be located at the existing Everett Station. Key findings compared to other Everett Station area alternatives:
Advantages:
- Best connection to the transit hub at Everett Station including Swift Blue Line, Skagit Transit, Greyhound, Amtrak, Sounder and local bus service.
- Fewest residential and business displacements.
Disadvantages:
- Lowest planned population and job growth within walking distance.
- Farthest from downtown and fewest community destinations within walking distance.
- Less affordable housing within walking distance.
- Harder to walk and bike to the station.
EVT-C
EVT-C would be located along McDougall just south of Pacific Avenue. EVT-C and EVT-D are located near each other and performed similarly in our evaluation. The main difference between EVT-C and EVT-D are impacts along McDougall compared to impacts along Broadway.
Key findings compared to other Everett Station area alternatives:
Advantages
- More community destinations within walking distance than EVT-A (including Snohomish County Campus).
- Higher planned population and job growth within walking distance than EVT-A.
- More affordable housing within walking distance.
- Most potential for new development near the station.
- Aligns with local planning by the City of Everett.
Disadvantages
- More potential residential displacements, including affordable housing, and potential displacement of community destinations.
- Business displacements on McDougall Avenue.
- Harder for cars to pick up and drop off at the station.
EVT-D
EVT-D would be located along Broadway just north of Pacific Avenue. EVT-C and EVT-D are located near each other and performed similarly in our evaluation. The main difference between EVT-C and EVT-D are impacts along McDougall compared to impacts along Broadway. Currently EVT-D is being studied to run elevated on the east side of the roadway, however, if this route is identified for further study, then we would continue exploring opportunities to minimize property impacts.
Key findings compared to other Everett Station area alternatives:
Advantages:
- Closest to downtown and to the most community destinations within walking distance (such as North Middle School, Village Theatre, Sharing Wheels Community Bike Shop and multiple places of worship).
- Highest planned population and job growth within walking distance.
- Most historically underserved communities within walking distance.
- Aligns with local planning by the City of Everett.
Disadvantages:
- More potential residential displacements, including affordable housing, and potential displacements of community destinations.
- Potential displacements would be more concentrated on Broadway.
- Longer travel times for buses to serve this station option and existing Everett Station.
- Harder for cars to pick up and drop off at the station.
Operations and Maintenance Facility North
Key features
- Approximately 60-70+ acres are required to build an OMF facility.
- OMF North could support more than 450 high-skilled, living-wage jobs in Snohomish County.
- The average employee wage is more than $40 per hour, or $80,000/year, at our existing OMF facility.
Site SR 526 & 16th Ave
Key findings compared to other OMF North options:
Advantages:
- No residential displacements.
- Least potential to displace or negatively affect historically underserved populations.
- Existing light industrial land use is most consistent with an operations and maintenance facility.
- Site meets operational needs with easy connections to main line track route.
- Fewer site development challenges.
Disadvantages:
- Moderate number of job displacements.
- Displaces specialized manufacturing or industrial facilities and employers.
- Likely some impacts to wetlands and streams.
Site 75th St SW & 16th Ave
Key findings compared to other OMF North options:
Advantages:
- No residential displacements.
- Least potential to displace or negatively affect historically underserved populations.
- Existing light industrial land use is most consistent with an operations and maintenance facility.
- Lowest number of job displacements.
- Site meets operational needs with easy connections to main line track route.
Disadvantages:
- Displaces specialized manufacturing or industrial facilities and employers.
- Likely some impacts to wetlands and streams.
- Some site development challenges due to topography.
Site Airport Rd & 100th St SW
Key findings compared to other OMF North options:
Advantages:
- Existing land use is partially consistent with an OMF facility, but also contains some residential and commercial areas.
- Site meets operational needs with easy connections to main line.
- Lowest property costs.
- Lowest risk for contaminated soils.
Disadvantages:
- Some job and residential displacements, but fewer displacements than Site SR 99 & Gibson Road.
- Potential to displace or negatively affect some historically underserved populations.
- Most potential impact to wetlands and streams; would require realigning two non-fish-bearing stream systems.
- Potential for more challenging soil conditions.
- The eastern boundary of the OMF site is next to residential areas and would likely require traffic pattern changes for these residents.
Site SR 99 & Gibson Rd
Key findings compared to other OMF North options:
Advantages:
- No identified wetlands or streams within the site.
- Site meets operational needs.
- Fewer specialized manufacturing businesses to relocate.
Disadvantages:
- Highest number of job and residential displacements, in a higher-density area.
- Highest potential to displace or negatively affect historically underserved populations.
- Highest property costs.
- Existing land use (commercial, residential) is least consistent with an OMF facility.
- Requires bridge structure over Airport Road and SR 99 to connect the site to the main route.
- Requires moving Gibson Road, resulting in major traffic pattern changes.
- Requires a long retaining wall along SR 99.
- Would reduce land available for future development near the provisional SR 99/Airport Road light rail station.
Next steps
What we’ll do with your feedback
Now that we’ve shown you the latest analysis of these alternatives and asked for your input, we will share your scoping comments with the Interagency Group, Community Advisory Group, Elected Leadership Group and the Sound Transit Board.
Based on this input, the Sound Transit Board will identify alternatives — and possibly a preferred alternative for stations and alignments and the OMF North — to study in the Draft EIS. Sound Transit will coordinate with FTA on a NEPA process for the project and EIS alternatives. Project alternatives will undergo much more detailed analysis, with future opportunities for public comment.
Timeline

Everett Link Extension project process. (click to enlarge)
We are expecting to publish the Draft EIS in 2024/2025 for public review and comment. This will be the next formal opportunity for public input on the project. Based on the findings of the Draft EIS and input during the public review and comment period, the Sound Transit Board will identify, reconfirm or modify the preferred alternative for the Final EIS. The next step would be the preparation and publication of the Final EIS.
The Sound Transit Board will make their official decision about which route and stations and which OMF North location to build after the Final EIS is published, which we expect to happen in or around 2026. Assuming FTA completes a NEPA process, they would issue a NEPA decision (called a Record of Decision, or ROD) after the Sound Transit Board’s decision.
Learn more about the project timeline.
How to stay engaged
Get involved

Request a briefing or meeting with us! We are happy to meet with you or your community group online, with opportunities to hold in-person briefings once it’s safe to do so.
Contact us

Call the project line at 206-370-5533 to speak with a community engagement specialist.

Email us with questions, concerns or comments: everettlink@soundtransit.org.
Go online

Learn about the project: soundtransit.org/everettlink.

Respond to online surveys.

Follow us on social media @SoundTransit.
What can I expect as a project neighbor?
- If you are a resident, business or property owner near a potential Everett Link route, station or OMF North location, we encourage you to sign up for project email updates to ensure you have the most recent information.
- The EIS process will evaluate property impacts of potential alternatives following further design work. Based on early plans, if it appears your property may be affected under any of the alternatives being studied, we will notify you in advance of the Draft EIS’s publication.
- The Everett Link Extension route and station locations will not be finalized until the Federal Transit Administration certifies the Sound Transit Board’s project-to-be-built through a Record of Decision (part of the EIS process) which may be around 2026.
- Information on property impacts is preliminary until we get further into design of the project, which is currently estimated to last from around 2026 to 2029.