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Draft Environmental Impact Statement now available

On Dec. 13, 2024, Sound Transit and the Federal Transit Administration (FTA) published the Draft Environmental Impact Statement (EIS) for the Tacoma Dome Link Extension (TDLE). Explore the sections below to learn more about the route and station alternatives being studied.

After reviewing, share your thoughts by submitting a comment online or learn about other ways to comment. We invite you to review and comment by Feb. 10, 2025.

Comment on the Draft EIS by Feb. 10, 2025

After reviewing the information on the Draft EIS, share your feedback with Sound Transit.

  • Comment via the online comment form
  • Attend an in-person public meeting and hearing:
    • Greater Tacoma Convention Center | Jan. 23, 5:30-7:30 p.m. 1500 Commerce Street, Tacoma
    • Federal Way Performing Arts and Events Center | Jan. 28, 5:30-7:30 p.m. 31501 Pete Von Reichbauer Way South, Federal Way
    • Fife Community Center | Jan. 30, 5:30-7:30 p.m. 2111 54th Avenue East, Fife
  • Attend the online public meeting and hearing via Zoom:
  • Email or voicemail: tdlinkdeis@soundtransit.org, 206-257-2144
  • Mail:
    • TDLE Draft Environmental Impact Statement Comments
    c/o Elma Borbe
    Sound Transit
    401 S. Jackson St.
    Seattle, WA 98104

Need more information now?

Review the project overview or visit our website for additional background information and resources. Sign up for email updates for all the latest news as the Tacoma Dome Link Extension develops.

Have questions or want to schedule a briefing with a member of the project team?

Contact us
Email: tdlink@soundtransit.org
Phone: 206-398-5453

Project overview

The Tacoma Dome Link Extension includes four segments: Federal Way, South Federal Way, Fife, and Tacoma. The project is in the planning phase.

Expanding regional light rail from Federal Way to Tacoma

The TDLE will add nearly 10 miles to our regional light rail system via mostly elevated tracks between Federal Way and Tacoma. It will extend the currently under construction Federal Way Link Extension (FWLE). We anticipate FWLE to open in 2026.

The TDLE corridor goes through Federal Way, Milton, Fife, the Puyallup Tribe of Indians Reservation, Tacoma, and unincorporated Pierce County. This project includes four new light rail stations in the South Federal Way, Fife, Portland Avenue, and Tacoma Dome areas. These stations will also connect to transit services, including the Sounder S Line, the T Line, ST Express, King County Metro, Pierce Transit, and Amtrak.

Map showing the Tacoma Dome Link Extension project. Additional details in long description below
Click to enlarge map

The text below describes the image above

Map showing the Tacoma Dome Link Extension project. The project starts at the Federal Way Transit Center with a route traveling south with a station area in South Federal Way in the vicinity of Federal Way Crossings shopping center. The route continues south and curves west to enter a station area in Fife. The route continues west to cross over the Puyallup River to enter two station areas, one near Portland Avenue and one near the Tacoma Dome, where the project ends.

Draft EIS

The project is in environmental review, and we published the Draft EIS on Dec. 13, 2024. We invite Tribal Nations, agencies, and the public to provide formal comments. After considering the Draft EIS findings, comments received, and other information, the Sound Transit Board will confirm or modify the preferred alternative click for definition. Sound Transit will then prepare a Final EIS that analyzes the preferred alternative along with the other alternatives evaluated in the Draft EIS.

Draft EIS now available

The Draft EIS includes analysis of the alternatives studied during environmental review. Learn how each alternative could affect historic and cultural resources, homes and businesses, ecosystem resources, and more.

The Draft EIS is available for public review in various formats and locations.

  • Access the Draft EIS online:  soundtransit.org/tdlink-documents
  • Paper copies are available for review at these locations:
    • King County Library System:
      • Federal Way 320th Library, 848 S 320th Street, Federal Way
      • Federal Way Library, 34200 1st Way S, Federal Way
    • Pierce County Library System:
      • Fife Pierce County Library, 6622 20th Street E, Fife
      • Milton/Edgewood Library, 900 Meridian E, Suite 29, Milton
      • Tacoma Public Library, Mottet Branch, 3523 East G Street, Tacoma
    • Government and Community Centers:
      • Federal Way City Hall, 33325 8th Avenue S, Federal Way
      • Federal Way Community Center, 876 S 333rd Street, Federal Way
      • Milton City Hall / Milton Activity Center, 1000 Laurel Street, Milton
      • Fife City Hall, 5411 23rd Street E, Fife
      • Puyallup Tribe of Indians Tribal Headquarters, 3009 Portland Avenue E, Tacoma
      • Tacoma City Hall, 747 Market Street, Tacoma
      • Eastside Community Center (East Tacoma), 1721 E 56th Street, Tacoma
    • Sound Transit Office, Union Station 401 S Jackson St, Seattle. Please call the Sound Transit librarian at (206) 398-5344 from 8 a.m. to 5 p.m. to arrange an appointment to review the documents.
  • Request a copy: To request paper copies or a flash drive of the documents, please contact Dominique Jones at 206-689-4783 or email dominique.jones@soundtransit.org.

What’s an EIS?

An Environmental Impact Statement helps Tribal Nations, agencies, and the public understand a project's potential impacts on the natural and built environments. It also identifies ways to mitigate any unavoidable impacts. Through this process, we analyze how each alternative and design option impacts the environment and identify potential mitigation measures. The EIS helps decision-makers, the public, and our project partners consider the possible environmental impacts of each potential site during construction and operation.

Federal Way

Federal Way

The Federal Way (FW) Segment extends from the Federal Way Downtown Station to approximately South 344th Street.

On June 27, 2024, the Sound Transit Board selected the South 336th Street site (preferred alternative click for definition) as the project to be built for the Operations and Maintenance Facility (OMF) South along with the 1.4-mile segment of light rail tracks connecting it to the Federal Way Downtown Station. Based on the Sound Transit Board action, we will build the FW Segment of tracks with the OMF South project. Due to the timing of the Board action on OMF South, impacts for constructing the FW Segment are included in the TDLE Draft EIS. The TDLE Draft EIS also analyzes the operational impacts of this section of track as it will support daily light rail function once TDLE is in service.

Map outlining the boundary of the preferred segment alternative, Federal Way Enchanted Parkway, of the TDLE south tracks between South 344th Street in the South to just south of South 320th Street in the north. This alternative will be built at the same time as OMF South.

Click to enlarge

South Federal Way

Learn about the alternatives and stations studied in the South Federal Way segment.

The South Federal Way (SF) Segment extends from South 344th Street through Federal Way, the Puyallup Tribe of Indians Reservation, Milton, and unincorporated Pierce County to the City of Fife boundary near Wapato Way East.

Map outlining the boundary of the preferred segment alternative, Federal Way Enchanted Parkway, of the TDLE south tracks between South 344th Street in the South to just south of South 320th Street in the north. This alternative will be built at the same time as OMF South.
Click to enlarge map

South Federal Way alternatives

In the South Federal Way Segment, we studied four alternatives:

  • SF Enchanted Parkway Alternative
  • SF I-5 Alternative
  • SF 99-West Alternative
  • SF 99-East Alternative

We also studied one design option click for definition, the Porter Way Design Option, which could be paired with either the SF 99-West or SF 99-East alternatives. This design option would begin curving back to I-5 north of Birch Street and reach the west side of I-5 north of Porter Way.

Compare the South Federal Way alternatives

Click the arrows to review details about each of the South Federal Way alternatives.

SF Enchanted Parkway

A map of the SF Enchanted Parkway alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace 40 residences (36 apartment units and 4 single-family homes located south of 356th Street) as well as 14 businesses. It would impact 1 known highly sensitive cultural resource and the comparative cost is between 1.66 and 1.72 billion dollars. This alternative would have minimal changes to traffic circulation and access and would have long-term ecosystem impacts to 2.65 acres of wetlands and 150 feet of streams. There are expected to be substantial construction challenges with slopes and proximity to I-5. This alternative is considered high performing in the categories of ecosystem and transportation impacts, medium performing in the categories of comparative cost and business displacements, and low performing in the categories of residential displacements and historic and cultural resource impacts.

The SF Enchanted Parkway Alternative is mainly on the west side of I-5. This alternative could be paired with either the SF Enchanted Parkway Station or the SF 352nd Span Station Option. Key potential impacts include:

  • Unavoidable impacts to one known highly sensitive cultural resource. click for definition*
  • More residential displacements than all other alternatives, which may include the future King County emergency housing shelter.
  • Fewer permanent wetlands impacts than all other alternatives.

* During the development of alternatives, we identified cultural resource concerns with the proposed SF Enchanted Parkway and SF I-5 alternatives and no form of mitigation would be sufficient to resolve impacts.

SF I-5

A map of the SF I-5 alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace 3 residences and 7 businesses. This alternative would impact 1 known highly sensitive cultural resource and the comparative cost is between 1.57 and 1.60 billion dollars. This alternative would have minimal changes to traffic circulation and access but poses substantial construction challenges with slopes and proximity to I-5. This alternative would have long-term ecosystem impacts to 3.76 acres of wetlands and 950 feet of streams, and the alignment would be parallel to East Fork Hylebos Creek Tributary between South 344th Street and Enchanted Parkway South. This alternative is considered high performing in the categories of residential and business displacements, transportation impacts, and comparative cost. This alternative is considered medium performing in the category of ecosystem impacts and low performing in the category of historic and cultural resource impacts.

The SF I-5 Alternative is on the west side of I-5. This alternative can only be paired with the SF I-5 Station. Key potential impacts include:

  • Unavoidable impacts to one known highly sensitive cultural resource. click for definition*
  • More permanent impacts to streams than all other alternatives.
  • Fewer business displacements than all other alternatives.

* During the development of alternatives, cultural resource concerns with the proposed SF Enchanted Parkway and SF I-5 alternatives were identified and no form of mitigation would be sufficient to resolve impacts.

SF 99-West and Porter Way Design Option

A map of the SF 99-West alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace approximately 17 residences (including multi-family units and single-family homes along SR 99) as well as 25 businesses (with 14 located in King County and 11 in Pierce County). This alternative would impact 4 cultural resources and the comparative cost is between 1.56 and 1.62 billion dollars. This alternative would require left-turn restrictions at Pacific Highway and 70th Avenue East (with minimal access impacts), and during construction would require periodic weekend and nighttime closures, reduced traffic speeds, and lane reductions on Pacific Highway. Long-term ecosystem impacts of this alternative would include approximately 6.31 acres of wetlands and 600 feet of streams. If built with the Porter Way design option, there would be slightly fewer businesses displacements (23), greater ecosystem impacts (6.68 acres of wetlands, 750 feet of streams, and a greater amount of mature forest due to the need to parallel and cross West Fork Hylebos Creek twice), and higher opinion of cost (1.57 to 1.63 billion dollars). This alternative is considered high performing in the category of comparative cost, medium performing in the categories of residential displacements, historic and cultural resource impacts, and transportation impacts, and low performing in the categories of business displacements and ecosystem impacts.

The SF 99-West Alternative is primarily on the west side of SR 99 in South King County. It could be paired with either the SF 99-Enchanted Station or SF 99-352nd Station. The SF 99-West Alternative has the option to connect back to the west side of I-5 sooner with the Porter Way Design Option. Key potential impacts include:

  • Avoids known highly sensitive cultural resources.
  • Similar business displacements as SF 99-East Alternative, but more than the two other alternatives.
  • More long-term wetland impacts than two other alternatives.
  • The Porter Way Design Option would increase the long-term impacts to streams, wetlands, buffers (protective areas surrounding a wetland), and mature native forest.

SF 99-East and Porter Way Design Option

A map of the SF 99-East alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace 2 residences and 25 businesses (with 17 located in King County and 8 in Pierce County). This alternative would impact 2 cultural resources and the comparative cost is between 1.71 and 1.75 billion dollars. This alternative would require left-turn restrictions on Pacific Highway between South 373rd Street and just south of 70th Avenue East, and during construction would require periodic weekend and nighttime closures, reduced traffic speeds, and lane reductions on Pacific Highway. This alternative would improve access for transit with access points located on South 352nd Street and South 356th Street. Long-term ecosystem impacts of this alternative include impacts to 7.33 acres of wetlands and 600 feet of streams. If built with the Porter Way design option, there would be slightly fewer businesses displacements (24), greater ecosystem impacts (7.75 acres of wetlands, 700 feet of streams, and a greater amount of mature forest due to the need to parallel and cross West Fork Hylebos Creek twice), and lower cost (1.70 to 1.74 billion dollars). This alternative is considered high performing in the category of residential displacements, medium performing in the categories of historic and cultural resource impacts and comparative cost, and low performing in the categories of business displacements, ecosystem impacts, and transportation impacts.

The SF 99-East Alternative is located primarily on the east side of SR 99 in South King County. It could be paired with the SF 99-352nd Station or SF 99-Enchanted Station. The SF 99-East Alternative has the option to connect back to the west side of I-5 sooner with the Porter Way Design Option. Key potential impacts include:

  • Avoids known highly sensitive cultural resources.
  • More permanent wetland impacts than all other alternatives.
  • Fewer residential displacements than other South Federal Way alternatives.
  • Similar business displacements as SF 99-West Alternative, but more than the two other alternatives.
  • More construction and long-term transportation impacts than all other alternatives because of the need to cross SR 99 multiple times.
  • The Porter Way Design Option would increase the long-term impacts to streams, wetlands buffers, and mature native forest.

All South Federal Way alternatives

Table comparing the 4 alternatives studied in the South Federal Way segment. The SF Enchanted Parkway alternative is considered high performing in the categories of ecosystem and transportation impacts, medium performing in the categories of comparative cost and business displacements, and low performing in the categories of residential displacements and historic and cultural resource impacts. The SF I-5 alternative is considered high performing in the categories of residential and business displacements, transportation impacts, and comparative cost. This alternative is considered medium performing in the category of ecosystem impacts and low performing in the category of historic and cultural resource impacts. The SF 99-West Alternative is considered high performing in the category of comparative cost, medium performing in the categories of residential displacements, historic and cultural resource impacts, and transportation impacts, and low performing in the categories of business displacements and ecosystem impacts. The SF 99-East alternative is considered high performing in the category of residential displacements, medium performing in the categories of historic and cultural resource impacts and comparative cost, and low performing in the categories of business displacements, ecosystem impacts, and transportation impacts.

Comparison table summarizing key potential impacts of all South Federal Way alternatives. Impacts shown for the SF Enchanted Parkway Alternative would be the same with the SF 352nd Span Station Option. Information in (parentheses) is applicable to the Porter Way Design Option for the SF 99-West and SF 99-East alternatives. Where there are no additional details in parentheses, the impacts are identical.

South Federal Way stations

We studied four station locations and one station option click for definition in South Federal Way:

  • SF Enchanted Parkway Station (352nd Span Station Option)
  • SF I-5 Station
  • SF 99-Enchanted Station
  • SF 99-352nd Station

Compare each South Federal Way station location

Click the arrows to review details about each of the South Federal Way station locations.

SF Enchanted Parkway Station (352nd Span Station Option)

A map of the SF Enchanted Parkway Station and SF 352nd Span Station Option. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The SF Enchanted Parkway Station and SF 352nd Span Station Option would provide connections to the surrounding station area for nonmotorized users, but the proximity of transit driveways to the intersection of Enchanted Parkway South and South 352nd Street creates more potential for traffic conflicts than other station locations. This station location would also require additional street crossings from residential areas and creates fewer opportunities for new transit-oriented development. Building this station would require temporary lane closures, street closures, and detours near the station, on Enchanted Parkway South, and on South 352nd Street during construction. This station location is considered medium performing in all 4 categories (nonmotorized access, transit connections, construction impacts and detours, and transit-oriented development potential).

The SF Enchanted Parkway Station is on Enchanted Parkway South, just north of South 352nd Street. The SF 352nd Span Station Option would position the station across South 352nd Street. This station and station option pair with the SF Enchanted Parkway Alternative. The station and station option have similar potential impacts, but the SF 352nd Span Station Option would require street closures on South 352nd Street during construction.

SF I-5 Station

A map of the SF I-5 Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The SF I-5 Station would provide limited nonmotorized access, fewer street connections, and challenging bus access due to its location adjacent to I-5. This station location would make access from residential areas challenging and would create fewer opportunities for transit-oriented development. During construction, building a station at this location would require minimal temporary detours and closures near the station on Enchanted Parkway South. This station location is considered low performing in nonmotorized access, transit connections, and transit-oriented development potential, and is considered high performing in construction impacts and detours.

The SF I-5 Station is on the west side of I-5, between Enchanted Parkway South and South 356th Street. This station pairs with the SF I-5 Alternative. This station is the most limited in terms of nonmotorized access, transit access, and transit-oriented development potential.

SF 99-Enchanted Station

A map of the SF 99-Enchanted Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The SF 99-Enchanted Station would provide connections to the surrounding station area for nonmotorized users, but accessing the station from residential areas to the west would require more street crossings in a higher traffic area. This station location creates some opportunities for transit-oriented development but more potential for traffic conflicts due to the proximity of transit driveways to the intersection of Enchanted Parkway South and South 352nd Street. During construction, building a station at this location would require temporary lane closures, street closures, and detours near the station, on SR 99, on Enchanted Parkway South, and on South 352nd Street. This station location is considered medium performing in all 4 categories (nonmotorized access, transit connections, construction impacts and detours, and transit-oriented development potential).

The SF 99-Enchanted Station is west of SR 99 between South 352nd Street and SR 18. This station could be paired with either the SF 99-West or SF 99-East alternative (shown with SF 99-West in this analysis).

SF 99-352nd Station

A map of the SF 99-352nd Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The SF 99-352nd Station would provide the easiest access for connecting bus routes and would improve access for transit with access points located on South 352nd Street and South 356th Street. This station would be located nearby dedicated nonmotorized facilities and residential areas to the west and south, providing easier access for nearby residents and nonmotorized users and more opportunities for new transit-oriented development. Construction a station at this location would require temporary detours and closures near the station and on SR 99 and major electrical utility line relocation. This station location is considered high performing in nonmotorized access, transit connections, and transit-oriented development potential, and medium performing in construction impacts and detours.

The SF 99-352nd Station is located near South 352 Street, between SR 99 and Enchanted Parkway South. This station could be paired with the SF 99-East or SF 99-West alternative (shown with SF 99-East in this analysis). This station would have higher transit-oriented development potential, better connections for nonmotorized users, and the easiest access to transit connections compared to other station locations.

All South Federal Way station locations

Table comparing the 4 station locations studied in the South Federal Way segment. The SF Enchanted Parkway Station and SF 352nd Span Station Option are considered medium performing in all 4 categories (nonmotorized access, transit connections, construction impacts and detours, and transit-oriented development potential). The SF I-5 station is considered low performing in nonmotorized access, transit connections, and transit-oriented development potential, and is considered high performing in construction impacts and detours. The SF 99-Enchanted Station is considered medium performing in all 4 categories (nonmotorized access, transit connections, construction impacts and detours, and transit-oriented development potential). The SF 99-352nd Station is considered high performing in nonmotorized access, transit connections, and transit-oriented development potential, and medium performing in construction impacts and detours.

Comparison table summarizing key potential impacts of all South Federal Way station locations.

Fife

Learn about the alternatives and stations studied in the Fife segment.

The Fife Segment is within the reservation and trust lands of the Puyallup Tribe of Indians and the City of Fife. The segment extends from the eastern city limit near Wapato Way East to the western city limit near the Puyallup River.

Overview map of the alternatives and stations studied in the Fife Segment. The alternatives include the Fife Pacific Highway, Fife Median, and Fife I-5 alternatives The alternatives will be described in greater detail in later sections.
Click to enlarge map

Fife alternatives

In the Fife Segment, we studied three alternatives:

  • Fife Pacific Highway Alternative
  • Fife Median Alternative
  • Fife I-5 Alternative

Each alternative can be paired with any station in the Fife Segment. There is no preferred alternative  click for definition west of the station area.

Compare the Fife alternatives

Click the arrows to review details about each of the Fife alternatives.

Pacific Highway Alternative

A map of the Fife Pacific Highway alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace more businesses than any other alternative in this segment, approximately 38 (26 are along Pacific Highway East between 51st Avenue East and Port of Tacoma Road). This alternative would impact 2 historic resources, while other alternatives in this segment only displace 1, and the comparative cost is between .97 and 1.05 billion dollars. This alternative would create visual impacts for some nearby residences and for drivers on Pacific Highway. This alternative would have long-term ecosystem impacts to 2.24 acres of wetlands and 450 feet of streams. During construction, this alternative would require intermittent road closures where the guideway crosses Pacific Highway East and temporary access restrictions, street and lane closures, reduced visibility, and parking impacts to businesses along Pacific Highway. This alternative is considered high performing in the category of comparative cost, medium performing in the categories of ecosystem impacts visual impacts, and low performing in the categories of business displacements, historic and cultural resource impacts, and construction impacts.

West of 54th Avenue East, the Pacific Highway Alternative transitions south of and runs parallel to Pacific Highway (SR 99). Key potential impacts include:

  • The most business displacements of any alternative in the Fife segment.
  • Road closures during construction would cause greater restrictions for customers and employees to access local businesses compared to the Fife I-5 Alternative.
  • Adversely affects the most historic resources.

Fife Median

A map of the Fife Median alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace approximately 12 businesses (with all located west of 51st Avenue East and none along Pacific Highway East between 51st Avenue East and Port of Tacoma Road). This alternative would impact 1 historic resource and the comparative cost is between 1.07 and 1.15 billion dollars. This alternative would create visual impacts for some nearby residences and for drivers on Pacific Highway. This alternative would have long-term ecosystem impacts to 2.24 acres of wetlands and 450 feet of streams. During construction, this alternative would require intermittent road closures where the guideway crosses Pacific Highway East and temporary access restrictions, street and lane closures, reduced visibility, and parking impacts to businesses along Pacific Highway. Additionally, construction of this alternative would require midblock left turn restrictions on Pacific Highway East and extended lane closures for construction in the median of Pacific Highway East. This alternative is considered high performing in the category of business displacements, medium performing in the categories of historic resource impacts, ecosystem impacts, visual impacts, and comparative cost, and low performing in the category of construction impacts.

The Fife Median Alternative follows a similar path to the Fife Pacific Highway Alternative but is located in the roadway median. Key potential impacts include:

  • Fewer business displacements than all other Fife alternatives.
  • More construction impacts because temporary road closures would cause greater restrictions for customers and employees to access local businesses compared to the Fife I-5 Alternative.

Fife I-5

A map of the Fife I-5 alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This alternative would displace approximately 17 businesses (with 11 located along Pacific Highway East between 51st Avenue East and Port of Tacoma Road). This alternative would impact 1 historic resource and the comparative cost is between .97 and 1.05 billion dollars. Some residents at nearby apartments would experience visual changes and impacts to views of Mount Rainier, and there would be changes to sign visibility from I-5. This alternative would have long-term ecosystem impacts to 3.16 acres of wetlands (greatest impact to wetlands among alternatives in this segment, but the wetlands are low quality) and 350 feet of streams. During construction, this alternative would require intermittent road closures where the guideway crosses Pacific Highway East. Construction would require fewer temporary access restrictions compared to other alternatives but would reduce visibility and create temporary parking impacts to businesses adjacent to I-5. This alternative is considered high performing in the categories of construction impacts and comparative cost, medium performing in the categories of business displacements, historic resource impacts, and ecosystem impacts, and low performing in the category of visual impacts.

The Fife I-5 Alternative would curve to the southwest after the station area, cross Pacific Highway near 51st Avenue East, and then continue westbound on the north side of I-5. Key potential impacts include:

  • More impacts to wetlands located along I-5, although they are considered low-quality.
  • Fewer impacts to streams.
  • Fewer temporary access restrictions during construction.
  • Greater visual impacts to residences adjacent to the guideway and potential to block billboards from I-5 drivers.

All Fife alternatives

Table comparing the 3 alternatives studied in the Fife Segment. The Fife Pacific Highway alternative is considered high performing in the category of comparative cost, medium performing in the categories of ecosystem impacts visual impacts, and low performing in the categories of business displacements, historic and cultural resource impacts, and construction impacts. The Fife Median alternative is considered high performing in the category of business displacements, medium performing in the categories of historic resource impacts, ecosystem impacts, visual impacts, and comparative cost, and low performing in the category of construction impacts. The Fife I-5 alternative is considered high performing in the categories of construction impacts and comparative cost, medium performing in the categories of business displacements, historic resource impacts, and ecosystem impacts, and low performing in the category of visual impacts.

Comparison table summarizing key potential impacts of all Fife alternatives. Business displacements for each alternative vary based on station location and are shown as three values.

Fife stations

We studied three station locations in Fife that could be paired with any of the alternatives:

  • Fife Station (preferred)
  • Fife 54th Avenue Station Option
  • Fife 54th Span Station Option

Compare the Fife Station locations

Click the arrows to review details about each of the Fife station locations.

Fife Station

A map of Fife Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. Fife Station would be located farther from high-traffic roadways, providing pedestrian access to streets with lower traffic volumes. This station location is within the FEMA floodplain and has the potential for future flood risk due to low-lying topography, sea level rise, and other risk factors. Construction of this station would have minimal temporary roadway closures of 54th Avenue East requiring detours, and this station is the most consistent with the Fife City Center Plan. Building this station would displace 38 businesses if built with the Fife Pacific Highway Alternative, 12 businesses if built with the Fife Median Alternative, and 17 businesses if built with the Fife I-5 Alternative. This station location is considered high performing in the categories of construction impacts and consistency with city plans, medium performing in the categories of nonmotorized access and business displacements, and low performing in the category of flood risk.

Fife Station is part of the preferred alternative  click for definition in the Fife Segment. The elevated station would be on 59th Avenue East between 15th Street East and 12th Street East. This station location would be more consistent with the Fife City Center Plan.

Fife 54th Avenue Station Option and Fife 54th Span Station Option

A map of the Fife 54th Avenue Station Option and Fife 54th Avenue Span Station Option. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The Fife 54th Avenue Station Option provides nonmotorized access from multiple streets, but from the east would require crossing 54th Avenue East. The Fife 54th Avenue Span Station Option provides fewer street crossings to access the station from either side of 54th Avenue East for nonmotorized users. Both station options are located outside the FEMA floodplain and have the potential for future flood risk due to low-lying topography, sea level rise, and other risk factors. Both station options would have greater potential roadway or lane closures during construction compared to Fife Station. The 54th Avenue Station Option would have fewer temporary closures of 54th Avenue East requiring detours, while the Span Station Option would require more frequent and extensive temporary roadway closures of 54th Avenue East requiring detours. Both station options support the Fife City Center Plan but are less consistent with the plans than Fife Station would be. Building The Fife 54th Avenue Station Option would displace 50 businesses if built with the Fife Pacific Highway Alternative, 24 businesses if built with the Fife Median Alternative, and 34 businesses if built with the Fife I-5 Alternative. Building The Fife 54th Avenue Span Station Option would displace 54 businesses if built with the Fife Pacific Highway Alternative, 28 businesses if built with the Fife Median Alternative, and 40 businesses if built with the Fife I-5 Alternative. The Fife 54th Avenue Station Option is considered medium performing in nonmotorized access, construction impacts, and consistency with city plans, and low performing in flood risk and business displacements. The Fife 54th Avenue Span Station Option is considered medium performing in nonmotorized access and consistency with city plans, and low performing in flood risk, construction impacts, and business displacements.

The 54th Avenue Station Option and 54th Span Station Option are west of Fife Station. Both station options would have similar potential impacts and are less consistent with the Fife City Center Plan than the preferred Fife Station. Because the span station option bridges across 54th Avenue East, it would require more roadway closures and detours during construction.

All Fife Station locations

Table comparing the impacts of the 3 station locations studied in the Fife Segment. Fife Station is considered high performing in the categories of construction impacts and consistency with city plans, medium performing in the categories of nonmotorized access and business displacements, and low performing in the category of flood risk. The Fife 54th Avenue Station Option is considered medium performing in nonmotorized access, construction impacts, and consistency with city plans, and low performing in flood risk and business displacements. The Fife 54th Avenue Span Station Option is considered medium performing in nonmotorized access and consistency with city plans, and low performing in flood risk, construction impacts, and business displacements.

Comparison table summarizing key potential impacts of all Fife Station locations. Business displacements are for the entire Fife Segment, including the station and guideway.

Tacoma

Learn about the alternatives, Portland Avenue stations, and Tacoma Dome stations studied in the Tacoma Segment.

The Tacoma Segment includes the area from the Fife/Tacoma city limit across the Puyallup River to the existing Tacoma Dome Station, through reservation and trust lands of the Puyallup Tribe of Indians. The Portland Avenue Station area would be within the reservation lands. The Tacoma Segment of the project will have two stations: Portland Avenue and Tacoma Dome.

Overview map of the alternatives and stations studied in the Tacoma Segment. The alternatives include the Tacoma 25th Street-West, Tacoma 25th Street-East, Tacoma Close to Sounder, and Tacoma 26th Street alternatives. There The alternatives will be described in greater detail in later sections.
Click to enlarge map

Tacoma alternatives

In the Tacoma Segment, we studied four alternatives:

  • Tacoma 25th Street-West Alternative (preferred)
  • Tacoma 25th Street-East Alternative
  • Tacoma Close to Sounder Alternative
  • Tacoma 26th Street Alternative

Each alternative could be paired with either of the Portland Avenue Stations.

Compare the Tacoma alternatives

Click the arrows to review details about each of the Tacoma alternatives.

Tacoma 25th Street-West Alternative

A map of the Tacoma 25th Street-West alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The Tacoma 25th Street-West alternative would displace approximately 9 businesses and the guideway has the potential to create a tunnel effect on East 25th Street. Construction would require temporary full closures of East 25th Street, potential T Line closures, access restrictions on East 25th Street (including Freighthouse Square), and greater utilities impacts (with overhead utility impacts along East 25th Street). This alternative is close to the Sounder and T Line stations for multimodal integration and would cost approximately. The comparative cost is between 1.25 and 1.51 billion dollars. This alternative is considered high performing in the category of business impacts, medium performing in the categories of ecosystem impacts, visual impacts, and comparative cost, and low performing in the categories of business displacements, historic and cultural resource impacts, and construction impacts.

The Tacoma 25th Street-West Alternative, identified as the preferred alternative  click for definition, could include the Portland Avenue Design Option or Portland Avenue Span Station Option before continuing west along East 25th Street. This alternative would include an elevated station between East G Street and East D Street. Key potential impacts include:

  • Temporary full closure of East 25th Street which could affect access to businesses in Freight House Square.
  • Closure of segments of the T Line during construction.
  • Straddle bents create the potential for a visual tunnel effect on East 25th Street from the guideway traveling over the roadway.
  • Avoids directly impacting L Street.

Tacoma 25th Street-East Alternative

A map of the Tacoma 25th Street-East alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The Tacoma 25th Street-East alternative would displace approximately 9 businesses and the guideway has the potential to create a tunnel effect on East 25th Street. Construction would require temporary full closures of East 25th Street, potential T Line closures, access restrictions on East 25th Street (including Freighthouse Square), and greater utilities impacts (with overhead utility impacts along East 25th Street). This alternative is close to the Sounder and T Line stations for multimodal integration and would cost approximately. The comparative cost is between 1.18 and 1.44 billion dollars. This alternative is considered high performing in the category of business impacts, medium performing in the categories of ecosystem impacts, visual impacts, and comparative cost, and low performing in the categories of business displacements, historic and cultural resource impacts, and construction impacts.

Tacoma 25th Street-East Alternative could include the Portland Avenue Design Option or Portland Avenue Span Station Option before continuing west along East 25th Street. This alternative would include an elevated station just east of East G Street. Key potential impacts include:

  • Temporary full closure of East 25th Street which could affect access to businesses in Freight House Square.
  • Closure of segments of the T Line during construction.
  • Straddle bents create the potential for a visual tunnel effect on East 25th Street from the guideway traveling over the roadway.
  • Avoids directly impacting L Street.

Tacoma Close to Sounder Alternative

A map of the Tacoma Close to Sounder alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The Tacoma Close to Sounder alternative would displace approximately 43 businesses because it displaces Freighthouse Square. There would be moderate visual changes near the station and the comparative cost is between 1.11 and 1.36 billion dollars. This alternative would have the greatest potential for a fully integrated transit hub. Construction would require fewer construction access impacts on East 25th Street and the fewest impacts to existing utilities, but it would require a temporary full closure of the L Street bridge and a temporary relocation of the Amtrak and the Sounder. This alternative is considered high performing in the categories of construction access restrictions, construction utility impacts, multimodal integration, and comparative cost, medium performing in the categories of visual impacts and construction transportation impacts, and low performing in the category of business displacements.

The Tacoma Close to Sounder Alternative would run parallel along the south side of the Sounder tracks until McKinley Avenue East, where it would cross over to the north side of the Sounder tracks to a station located above the current site of Freighthouse Square. This alternative pairs with either Portland Avenue Station location and the Tacoma Close to Sounder Station. Key potential impacts include:

  • Displacing the most businesses because it would displace Freighthouse Square, which includes several small businesses.
  • Temporary full closure of L Street bridge during construction.
  • Would require rebuilding Amtrak and Sounder station.
  • Greatest opportunity for a fully-integrated transit hub that would serve light rail, Sounder, and Amtrak riders.

Tacoma 26th Street Alternative

A map of the Tacoma 26th Street Alternative. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The Tacoma 26th Street Alternative would displace approximately 13 businesses and the comparative cost is between 1.21 and 1.47 billion dollars. Building this alternative would create visual changes on East 26th Street and altered views from the Tacoma Dome and LeMay Stadium. This alternative would be farthest from the Sounder and T Line stations. Construction would require a temporary full closure of the L Street bridge and East 26th Street, access restrictions on East 26th and 27th Streets, and a few utility impacts, with some on East 26th Street. This alternative is considered high performing in the category of construction transportation impacts, medium performing in the categories of business displacements, visual impacts, construction access restrictions, construction utility impacts, and comparative cost, and low performing in the category of multimodal integration.

The Tacoma 26th Street Alternative would run parallel along the south side of the Sounder tracks until just west of I-705, with a station located over the intersection of East D Street and East 26th Street, south of Freighthouse Square. This alternative pairs with either Portland Avenue Station location and the Tacoma 26th Street Station. Key potential impacts include:

  • Minimizes disruption to Sounder, Amtrak, and T Line compared to the other Tacoma Segment alternatives.
  • Challenging connections for riders to other transit modes in the Tacoma Dome Station area.
  • Requires users to cross an at-grade rail crossing to access transit service on East 25th Street.

All Tacoma Segment alternatives

Table comparing the 4 alternatives studied in the Tacoma segment. The Tacoma 25th Street-West alternative is considered high performing in the category of business impacts, medium performing in the categories of ecosystem impacts, visual impacts, and comparative cost, and low performing in the categories of business displacements, historic and cultural resource impacts, and construction impacts. The Tacoma 25th Street-East alternative is considered high performing in the category of business impacts, medium performing in the categories of ecosystem impacts, visual impacts, and comparative cost, and low performing in the categories of business displacements, historic and cultural resource impacts, and construction impacts. The Tacoma Close to Sounder alternative is considered high performing in the categories of construction access restrictions, construction utility impacts, multimodal integration, and comparative cost, medium performing in the categories of visual impacts and construction transportation impacts, and low performing in the category of business displacements. The Tacoma 26th Street alternative is considered high performing in the category of construction transportation impacts, medium performing in the categories of business displacements, visual impacts, construction access restrictions, construction utility impacts, and comparative cost, and low performing in the category of multimodal integration.

Comparison table summarizing key potential impacts of all Tacoma alternatives.

Portland Avenue stations

After crossing the Puyallup River, all alternatives would travel northwest to serve the elevated Portland Avenue Station located between East Portland Avenue and East Bay Street.

We studied two station locations near Portland Avenue that could be paired with any of the alternatives:

  • Portland Avenue Station
  • Portland Avenue Span Station Option

Compare the Portland Avenue Station locations

Click the arrows to review details about each of the Portland Avenue station locations.

Portland Avenue Station and Portland Avenue Span Station Option

A map of the Portland Avenue Station and Portland Avenue Span Station Option. Using text boxes overlayed on top of as well as next to the map, it provides the following information. The Portland Avenue Station and Portland Avenue Span Station Option are shown on a map. The Portland Avenue Station would be located along the Tacoma 25th Street-West Alternative and would provide closer access to East Bay Street, which has lower traffic volumes compared to the East Portland Avenue undercrossing. The Portland Avenue Span Station Option would follow the Portland Avenue Design Option from the Puyallup River crossing to just west of the station that would span East Portland Avenue. The Span Station Option minimizes crossings for people walking and biking on East Portland Avenue. Either station would displace approximately 6 businesses and construction would require intermittent nighttime and weekend closures of East Portland Avenue.

All Tacoma alternatives could pair with either the Portland Avenue Station or the Portland Avenue Span Station Option.

  • The Portland Avenue Station is located north of I-5 and west of Portland Avenue.
  • The Portland Avenue Span Station Option is located west of Portland Avenue Station, north of the intersection of East 26th Street and East Portland Avenue. The design option click for definition would allow the Portland Avenue Span Station Option to bridge across East Portland Avenue.

Portland Avenue Station and Portland Avenue Span Station Option Comparison

The Portland Avenue Station and Portland Avenue Span Station Option are shown in a comparative table ranking the performance rating of transit access, nonmotorized access, passenger experience, and construction impacts. The Portland Avenue Station has a medium performance rating for transit access, with bus bays located on E 26th Street. The station has a medium performing nonmotorized access rating, as the station would be located closer to the lower traffic undercrossing at E Bay St. The station has a medium performing passenger experience rating, as side platforms would create more challenging station navigation. The station has a higher performing construction impact rating, with fewer temporary street closures on E Portland Avenue during construction. The Portland Avenue Span Station Option has a combination of high, medium, and low performance rankings. Transit access is ranked as low performing, as bus bays would be located on East Portland Avenue, a major freight route. The station option has a medium performing nonmotorized access rating.

Portland Avenue Station and Portland Avenue Span Station Option have similar potential impacts.

  • The Portland Avenue Station would be situated closer to the undercrossing of I-5 at East Bay Street and further from East Portland Avenue. This would create better access for nonmotorized users, would better integrate with Pierce Transit service, and would be closer to the developments and neighborhoods south of the station.
  • The Portland Avenue Span Station Option would minimize roadway crossings by pedestrians and make the station easier to navigate for passengers. However, nonmotorized access and bus bays connecting to the Portland Span Station Option would be primarily on East Portland Avenue, which has high vehicle volumes, including freight. This would require more frequent temporary street closures on East Portland Avenue during construction.

Tacoma Dome stations

We studied four Tacoma Dome Station locations that each pair with one respective alternative:

  • Tacoma 25th Street-West Station
  • Tacoma 25th Street-East Station
  • Tacoma Close to Sounder Station
  • Tacoma 26th Street Station

Compare the Tacoma Dome Station locations

Click the arrows to review details about each of the Tacoma Dome station locations.

Tacoma 25th Street-West Station

A map of the Tacoma 25th Street-West Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This station is high performing in pedestrian experience due to close connections to other transit modes, parking garages, and Tacoma dome. It is considered medium performing in multimodal integration with its close proximity to the Sounder and T Line stations. It is considered low performing in construction impacts, requiring temporary relocation or closure of the T Line station across from Freighthouse Square during construction. Construction would also require a temporary closure of East 25th Street, creating more impacts to remaining businesses. The guideway for this station may create a tunnel effect on east 25th Street.

The Tacoma 25th Street-West Station is located on East 25th Street just west of East G Street. This station location pairs with the Tacoma 25th Street-West Alternative. Key potential impacts include:

  • Close connections to other transit modes, parking garage, and Tacoma Dome for pedestrians.
  • Temporary relocation or closure of the T Line station across from Freighthouse Square during construction.
  • Better multimodal transit connections compared to the Tacoma 25th Street-East and 26th Street alternatives.
  • Avoids directly impacting L Street.

Tacoma 25th Street-East Station

A map of the Tacoma 25th Street-East Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This station has a higher performing pedestrian experience ranking with connections to other transit modes, parking garage, and Tacoma Dome located further east. The Station has lower performing construction impacts, requiring a temporary closure of east 25th street and adjacent T line station during construction. Visual impacts include a guideway that may create a “tunnel effect” on east 25th street. Multimodal integration is considered low performing, as this station is farther east of Sounder and T Line stations.

The Tacoma 25th Street-East Station is located on East 25th Street just east of East G Street. This station location pairs with the Tacoma 25th Street-East Alternative. Key potential impacts include:

  • Temporary relocation or closures of the T Line station across from Freighthouse Square during construction.
  • Further from other transit modes and stations, parking garage, and Tacoma Dome.
  • Avoids directly impacting L Street.

Tacoma Close to Sounder Station

A map of the Tacoma Close to Sounder Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This station has a higher performing pedestrian experience rating, with close connections to other transit modes, parking garage, and Tacoma Dome. The station’s construction rating is lower performing and would require temporary relocation of the Amtrack and Sounder station and a temporary closure of the L street bridge. Multimodal integration is higher performing, with the potential for a fully integrated transit hub. There are approximately 37 business displacements west of East L Street, including those at freighthouse square.

The Tacoma Close to Sounder Station is located between East 25th and 26th streets just west of East G Street. This station location pairs with the Tacoma Close to Sounder Alternative. Key potential impacts include:

  • Greatest potential to create a fully-integrated transit hub, connecting regional and local bus service, Link, Amtrak, and T Line.
  • Would require rebuilding Amtrak and Sounder station.

Tacoma 26th Street Station

A map of the Tacoma 26th Street Station. Using text boxes overlayed on top of as well as next to the map, it provides the following information. This station is lower performing for pedestrian experience. Although the station would be the closest station to the Tacoma Dome but furthest for connections to other transit modes and parking. The station is higher performing for construction impacts as construction would not relocate other transit stations. Multimodal integration is lower performing as the station is the farthest from Sounder and T Line stations.

The Tacoma 26th Street Station is located at the intersection of East 26th Street and East D Street. This station location pairs with the Tacoma 26th Street Alternative. Key potential impacts include:

  • Challenging connections for riders to other transit modes in the Tacoma Dome Station area.
  • Requiring users to cross an at-grade rail crossing to access transit service on East 25th Street.

Tacoma 26th Street Station

Table comparing the three stations studied in the Tacoma Segment. Tacoma 25th Street- West Station is considered high performing for pedestrian access, lower performing during construction, and medium performance for multimodal integration. The Tacoma 25th Street-East Station is medium performing for pedestrian experience, and lower performing for construction impacts and multimodal integration. The Tacoma Close to Sounder Station ranks as higher performing for pedestrian experience and multimodal integration but lower performing for construction impacts. The Tacoma 26th Street Station is considered low performing for pedestrian access and multimodal integration and high performing in construction impacts.

Comparison table summarizing key potential impacts of all Tacoma Dome Station locations.

Comment by Feb. 10

Comment on the Draft EIS

We recommend reviewing the Draft EIS findings before submitting your comment. The Sound Transit Board will consider your comments before they confirm or modify the preferred alternative click for definition or identify a preferred alternative where there currently isn’t one. Sound Transit will respond to substantive comments in the Final EIS, expected in 2027.

Helpful links:

Comment online

More ways to comment

  • Attend an in-person public meeting and hearing:
    • Greater Tacoma Convention Center | Jan. 23, 5:30-7:30 p.m. 1500 Commerce Street, Tacoma
    • Federal Way Performing Arts and Events Center | Jan. 28, 5:30-7:30 p.m. 31501 Pete Von Reichbauer Way South, Federal Way
    • Fife Community Center | Jan. 30, 5:30-7:30 p.m. 2111 54th Avenue East, Fife
  • Attend the online public meeting and hearing via Zoom:
  • Email or voicemail: tdlinkdeis@soundtransit.org, 206-257-2144
  • Mail:
    • TDLE Draft Environmental Impact Statement Comments
    c/o Elma Borbe
    Sound Transit
    401 S. Jackson St.
    Seattle, WA 98104

Information for property owners

To build the TDLE project, Sound Transit will need to purchase and use private property. In some cases, this means relocating people from their homes or businesses.

If you are a property owner, you may have received a letter from Sound Transit about your property before the Draft EIS publication. This notification does not mean Sound Transit has decided that we need to purchase your property. Depending on the alternative selected to be built, Sound Transit may need to acquire some or all of your property at a later project phase. We encourage property owners to review and comment on the various alternatives in the Draft EIS.

As a reminder, Sound Transit will not finalize decisions on affected properties and acquisitions until after publishing the Final EIS and Board action to select the project to be built. The Board action is expected in early 2027.

Learn more now or request a meeting

Our project team is available to help with any questions you may have about this process. To learn more:

Please note that specific effects to individual properties are not yet finalized. We know this period of uncertainty can be stressful. We are here to help.

Frequently Asked Questions

Next steps

After the Draft EIS comment period closes on Feb. 10, 2025, we’ll compile and evaluate all comments and provide a summary to the Sound Transit Board and the public. Then the Board will confirm, modify, or identify a preferred alternative, which we will evaluate along with other alternatives in the Final EIS. Environmental review will continue until the publication of the Final EIS, expected in 2027.

Early 2025

  • Sound Transit Board confirms, modifies, or identifies Preferred Alternative

2027

  • Final EIS publication
  • Sound Transit Board selects the project to be built
  • Federal Transit Administration issues Record of Decision

Late 2027

  • Begin final design

2035*

  • Forecasted in-service date

* Parking at the South Federal Way and Fife stations is forecasted to open in 2038.