Everett Station
Key features
- All stations and routes would be
elevated
.
- Everett Station would be the northern end of the Link system and would be a major connection hub.
- Tracks would extend beyond the station for trains to turn around. This is known as the tail track.
- Approximately 1,000 new parking spaces are being studied in this station area, but final design and construction of parking is deferred.
- Everett Transit and Community Transit currently serve this area with bus routes, including the Swift Blue Line. Sound Transit Sounder rail service, Greyhound, and Skagit Transit also use the Everett Station.
- Station EVT-C, station EVT-D, route EVT-2, and route EVT-3 were identified as the preferred alternatives.
- The City of Everett is currently planning for a new Everett Outdoor Event Center, which may conflict with the location of station EVT-3D.
Map of the Everett Station segment stretching from the Broadway-I5 segment in the south to the end of line in the north. There are 3 route alternatives, all running along the westside of I-5. The EVT-1 route alternative follows I5 until Everett Station, where it turns to the northwest to connect to the EVT-A station alternative. The The EVT-2 route alternative remains on McDougall Avenue and connects to EVT-C station, located just south of Pacific Avenue. The EVT-3 route alternative veers from McDougall Avenue towards Broadway near 33rd Street, and connects to station alternative EVT-D, which is located at Wall Street.
The Everett Station segment extends from 52nd St SE to the project’s end-of-line at Hewitt Ave, in downtown Everett. This map also shows planned parking infrastructure near Everett Station.
Map showing community locations and context of the surrounding neighborhood near the Everett Station segment. Key landmarks are United Way of Snohomish County and the swift blue line.
Community features in the Everett Station segment shown in relation to the station and route alternatives.
Alternatives
EVT-1A (Smith Avenue Alignment)
Alternative EVT-1A consists of Alignment EVT-1 and Station EVT-A.
Alignment: EVT-1 would run elevated north along the west side of Broadway with an
at-grade
section near 47th St SE, crossing east over Broadway near 41st St, then continuing northeast along I-5, and then turning north to cross over Smith Ave ending just south of Pacific Ave. The height of the
guideway
would range between at-grade and approximately 60 feet high.
Station: EVT-A would be an elevated station at the corner of Smith Ave and 32nd St. The station canopy would be approximately 55 feet above the ground. Parking for this alternative would be located in a structure in the existing Sound Transit park-and-ride lot on the east side of the Burlington Northern Santa Fe (BNSF) rail tracks near Pacific Avenue.
Map showing a station layout for EVT-1A, located across from the existing Everett Station, between Smith and McDougall Avenues. Bus bays, paratransit, microtransit, and pickup and dropoff spaces are all on nearby streets. An area for potential future use is located to the south.
Station layout for alternative EVT-A, an elevated station west of the existing Everett Station.
EVT-2C (McDougall Avenue Alignment with 32nd Street Station) – Preferred Alternative
Alternative EVT-2C consists of Alignment EVT-2 and Station EVT-C.
Alignment: EVT-2 would run elevated north along the west side of Broadway with an at-grade section near View Drive, crossing east over Broadway near 41st St, then continuing north along the west side of McDougall Ave, ending just north of Pacific Ave. The height of the guideway would range between at-grade and approximately 65 feet high.
Station: EVT-C would be an elevated station in the vicinity of 32nd St. The station canopy would be approximately 55 feet above the ground. Parking for this alternative would be located in a structure in the same location as for Alternative EVT-1A, in the existing Sound Transit park-and-ride lot on the east side of the BNSF rail tracks near Pacific Avenue.
Map showing a station layout for EVT-2C, located along McDougall Avenue, south of Pacific Avenue. Bus bays are all on nearby streets. Paratransit, microtransit, and pickup and dropoff spaces are onsite. There are 3 areas for potential future use to the east and west of the station.
Station layout for station alternative EVT-C, an elevated station located along McDougall just south of Pacific Ave.
EVT-3D (McDougall Avenue Alignment with Wall Street Station)
Alternative EVT-3D consists of Alignment EVT-3 and Station EVT-D.
Alignment: EVT-3 would run elevated north along the west side of Broadway with an at-grade section near View Drive, crossing east over Broadway near 41st St, then continuing north along the west side of McDougall Ave and then shifting to follow the east side of Broadway, ending just north of Hewitt Ave. The height of the guideway would range between at-grade and approximately 60 feet high.
Station: EVT-D would be an elevated station in the vicinity of Pacific Ave and Hewitt Ave. The station canopy would be approximately 55 feet above the ground. Parking for this alternative would be located in a structure in the same location as the other two alternatives.
Map showing a station layout for EVT-3D located along Broadway. Bus bays are located onsite and on street. Paratransit and microtransit space are located on street. Pickup and dropoff space is located onsite.
Station layout for station alternative EVT-D, an elevated station located along Broadway just north of Pacific Ave.
Alternatives summary table
This table summarizes some of the key findings in the Draft EIS Executive Summary. To review the detailed summary of findings, visit Section 4.3.2.9 and Table 4-96 of the Draft EIS.
Summary of potential effects – Everett Station Segment
Notes:
a) Numbers or descriptions presented in this table are for permanent or long-term impacts, except where a construction impact is noted.
b) Opinions of probable cost are in 2025 dollars, are for comparative purposes only, and do not represent the project budget. The opinion of probable cost for the Everett Station alternatives does not include cost for parking.
Please note that the information contained in the table is repeated in an outlined list below. There is no difference from the content shared in the table. It is provided in two different formats so the information is accessible to everyone.
The summary of impacts is organized by Resource Impact Measure.
Potential street closures during construction
- All alternatives: Overnight closures of I-5 access ramps at Broadway.
Number of potential residential displacements
Number of potential business displacements
- EVT-1A: 17.
- EVT-2C: 34.
- EVT-3D: 37.
Displaced social resources/community facilities
- EVT-1A: 17.
- EVT-2C: 34.
- EVT-3D: 37.
Ecosystems impacts
- All alternatives: <0.1 acres of wetlands, no impacts to streams, and 0.5 acres of open space upland habitats.
Number of historic properties with potential adverse effects
- EVT-1A: 2.
- EVT-2C and EVT 3D: 4.
Opinion of probable cost in millions
- EVT-1A: $800 – 900.
- EVT-2C: $840 – 940.
- EVT-3D: $850 – 960.
To leave a comment on the Draft EIS or the project alternatives, please fill out our Draft EIS comment form/survey. You can also learn more about what type of comments we’re looking for, how to comment, and where to comment on the Comment now page.
