Washington State Route 99
Pacific Highway William P. Stewart Memorial Highway | ||||
Route information | ||||
Maintained by WSDOT | ||||
Length | 48.97 mi[1] (78.81 km) | |||
Existed | 1969–present | |||
Southern segment | ||||
South end | I-5 in Fife | |||
Major intersections |
| |||
North end | SR 518 in SeaTac | |||
Northern segment | ||||
South end | SR 599 in Tukwila | |||
Major intersections | ||||
North end | I-5 / SR 526 / SR 527 in Everett | |||
Location | ||||
Country | United States | |||
State | Washington | |||
Counties | Pierce, King, Snohomish | |||
Highway system | ||||
|
State Route 99 (SR 99), also known as the Pacific Highway, is a
SR 99 was originally a section of
US 99 was ultimately replaced by the Tacoma–Everett section of Interstate 5 (I-5), which opened in stages between 1965 and 1969. The route was decertified in 1969, and SR 99 was created to keep segments of the highway under state control. After decades of crime on some sections of SR 99, various city governments funded projects to beautify the highway and convert it into a boulevard. A section of the highway in Tukwila was transferred to city control in 2004, creating a two-mile (3.2 km) gap in the route between the interchanges of SR 518 and SR 599.
The Alaskan Way Viaduct was closed on January 11, 2019, and was replaced with a downtown bored tunnel that opened on February 4, 2019. The replacement project was spurred by the 2001 Nisqually earthquake, which damaged the viaduct and left it vulnerable to further damage, as well as city plans to revitalize the Seattle waterfront. The $3 billion megaproject was mired in planning delays for several years before construction began in 2011 with the partial demolition of the viaduct. The tunnel was constructed using Bertha, the world's largest tunnel boring machine at the time of its launch in 2013, which had a two-year halt and completed its bore in 2017. The viaduct was demolished in 2019, leaving room for an expanded park promenade on Alaskan Way that is planned to be completed in 2024.
Route description
SR 99 follows a section of former
Fife to SeaTac
SR 99 begins in Fife as an extension of 54th Avenue East at a
At Kitts Corner, the highway intersects the western section of State Route 18, which continues east to an interchange with I-5 and onto a freeway traveling towards Auburn and Covington.[9] SR 99 continues due north through Federal Way's main commercial strip and passing Celebration Park, The Commons at Federal Way, and Steel Lake. The highway gains a set of high-occupancy vehicle lanes that are also open to right turns into parking lots and side streets.[1][10] From northern Federal Way to the Redondo area of Des Moines, SR 99 is concurrent with SR 509, which continues southwest to Dash Point State Park and northwest to downtown Des Moines, for four miles (6 km).[8][9]
The two highways pass
Seattle and Aurora Avenue
SR 99 resumes at the north end of Tukwila International Boulevard and supersedes SR 599, a short freeway connecting to I-5, near the Duwamish River. The freeway travels northwest along the river's west bank through an industrial area that faces Boeing Field. It then enters the city of Seattle and intersects the Des Moines Memorial Drive in the South Park neighborhood before the freeway ends. At an interchange with SR 509, SR 99 turns north and travels across the Duwamish River on the First Avenue South Bridge, a pair of bascule bridges that form a continuation of the SR 509 freeway.[12][13]
At the north end of the bridge, SR 99 turns northwest onto East Marginal Way South and travels through Seattle's
The tunnel travels 1.8 miles (2.9 km) under
Aurora Avenue then crosses the ship canal on the
Shoreline and Snohomish County
SR 99 enters Shoreline and passes through the city's main commercial district, running parallel to the
After the interchange, the highway turns northeast and runs through a predominantly commercial area of
Beyond the city limits of Lynnwood, SR 99 enters an
History
Pacific Highway and U.S. Route 99
SR 99 was created from the remnants of US 99, a national highway which spanned Western Washington from the Oregon border in Vancouver to the Canadian border at the Peace Arch in Blaine. US 99 itself was preceded by a century-old network of military roads, wagon roads, and auto trails that were built across the state in the 19th century and early 20th century until it was formally incorporated into the state highway system.[26]
In southern King County, modern-day SR 99 runs parallel to a section of the
The
US 99 was originally routed north from Downtown Seattle on 4th Avenue,
Viaduct and expressway construction
Within Downtown Seattle, US 99 was routed along 4th Avenue, connecting to the north with the Aurora Avenue expressway via 7th Avenue and to the south with East Marginal Way near Boeing Field.[57][58] An alternate route was designated in the early 1950s along 1st Avenue, rejoining the highway in Georgetown.[57] Congestion and difficulty in directing freight trucks through downtown led to proposals for a bypass route for US 99 as early as 1928 along Railroad Avenue on the city's waterfront.[52] Railroad Avenue, later renamed Alaskan Way, was rebuilt in the 1930s as part of the federal government's improvements to the city seawall and became the primary bypass route for through traffic, experiencing major congestion as a result.[52]
Formal proposals to build "motor viaducts" bypassing the city along Alaskan Way were submitted by the city engineering department in 1937 and supported by automobile and traffic safety groups.[59][60] The bypass viaduct gained popularity following the end of World War II and engineering work was approved in 1947, with construction funds sourced from the city and the Federal-Aid Highway Act of 1944.[61] A double-deck elevated design was chosen to accommodate the six lanes that would displace railroads along the east side of Alaskan Way.[61][62] Construction on the Alaskan Way Viaduct began on February 6, 1950, and the first section between Railroad Way and Elliott Avenue opened to traffic on April 4, 1953.[63][64] It cost approximately $8 million to construct (equivalent to $72.8 million in 2023 dollars),[40] using pile-driven columns and a pair of moving gantry cranes to lift sections of the roadway from street level.[64][65]
The Battery Street Tunnel, connecting the viaduct with the Aurora Avenue expressway, was opened to traffic on July 24, 1954, and cost $2.8 million to construct (equivalent to $25.2 million in 2023 dollars).
The viaduct was initially signed as part of U.S. Route 99 Alternate and US 99 Bypass until 1959, when US 99 was formally switched to the viaduct after the completion of the southern extension.
Replacement and redesignation
The state legislature authorized planning of a
The first section of the Tacoma–Seattle–Everett freeway to be built was in southern Tacoma and was opened to traffic in October 1959. The Tacoma sections opened in October 1962 from the Puyallup River to the Kent–Des Moines Road (now SR 516) in Midway,[92] and in October 1964 in downtown Tacoma.[93] Construction of the Seattle section began in 1958 with work on the Ship Canal Bridge, which was opened to traffic on December 18, 1962.[94] The northern approach to Downtown Seattle was opened the following August to coincide with the completion of the Evergreen Point Floating Bridge and SR 520.[95] A 20-mile (32 km) section of the freeway traveling from North Seattle to southern Snohomish County and Everett was opened to traffic on February 3, 1965.[96] The freeway connecting Midway to the south side of Downtown Seattle was opened on January 31, 1967, completing the final section of the urban freeway.[97] I-5 itself was completed two years later with the opening of the section between Everett and Marysville on May 14, 1969.[98]
The state government introduced a new highway numbering system in 1964 to align with the Interstates and prepare for the decommissioning of U.S. routes.
During the 1970 codification of the new highway system, the state legislature created State Route 99 (SR 99) to delay transferring ownership and maintenance of the highway to local jurisdictions.[103][104] SR 99 was created from a section of US 99 that ran from Fife to the Broadway Interchange in Everett,[103] and was retained as a permanent addition to the state highway system in 1971 due to the corridor's importance to state affairs.[105][106] A provision in the 1971 law allows for the abandonment of the Fife–Federal Way section of SR 99 after the completion of the SR 509 freeway extension.[105] Instead of continuing north into Everett on Evergreen Way, SR 99 was routed northeasterly on Everett Mall Way, a section of the Broadway Cut-off (also named Diagonal Way) that opened in June 1954.[107][108]
Street and bridge improvements
Sections of SR 99 in North Seattle along Aurora Avenue and in South King County declined economically after the opening of Interstate 5, losing businesses amid increased crime.[109] It became a notorious haven for drug dealers, prostitutes, the homeless, and strip clubs by the 1970s and 1980s.[110][111] The 17-mile (27 km) stretch from Federal Way to Tukwila in South King County, popularly known as the "SeaTac Strip", was where the Green River Killer (Gary Ridgway) picked up many of his victims in the 1980s.[112][113][114] The highway was also unsafe for pedestrians and cross-traffic due to the lack of crossings and improper management of utility lines and overgrown foliage.[109]
In an effort to clean up sections of the corridor, various cities have undertaken reconstruction projects in the 1990s and 2000s to turn the highway into a landscaped boulevard.[109][115] In southern King County, the cities of Federal Way, SeaTac, and Tukwila drew up redevelopment plans that were largely built out in the 2000s, reducing traffic collisions and crime while improving the area's appearance.[109] After being denied permission to plant trees along SR 99, the city of Tukwila requested control of the highway within its city limits and was granted a jurisdictional transfer in 2004 by the state legislature, allowing them to redevelop 2.4 miles (3.9 km) of International Boulevard into a new street with traffic calming features.[11][116]
The city of Shoreline was incorporated in 1995 and made the redevelopment of Aurora Avenue into an early priority, completing its $140 million modernization and
The Aurora Bridge, part of the expressway linking Aurora Avenue to downtown Seattle, was the site of frequent suicide jumps until a set of
Viaduct replacement and tunnel project
Proposals and earthquake studies
Proposals to replace the Alaskan Way Viaduct date back to the 1970s during attempts to revitalize the city's waterfront for tourism and recreation rather than traditional industrial uses.
On February 28, 2001, the
An ongoing state study investigating a viaduct replacement strategy was accelerated by the state legislature using $5 million in funds,
Tunnel concept, advisory votes, and subprojects
The tunnel plan was endorsed by WSDOT and the city council based on public support for waterfront revitalization, but design changes would be needed to bring down its cost.
The state legislature passed an $8.5 billion gas tax program in 2005, allocating $2 billion in funding for the viaduct replacement.[159] A supplemental EIS was prepared in 2006 to include new project requirements for the Battery Street Tunnel area and evaluate the cut-and-cover tunnel and elevated options.[132] A pair of advisory, non-binding ballot measures was held in March 2007 to find a consensus between the $2.8 billion elevated replacement supported by Governor Christine Gregoire and a smaller four-lane tunnel with surface public transit improvements that would cost $3.4 billion and was supported by Mayor Greg Nickels; Nickel's "hybrid tunnel" proposal was rejected by Gregoire and state legislators prior to the vote based on operational and safety problems identified by WSDOT.[160][161] Both options were rejected by voters, with 70 percent opposed to the tunnel and 55 percent opposed to the elevated concept.[162]
The governments of Washington state, King County, and Seattle agreed to re-evaluate the planning process for the viaduct replacement and split the main proposals from essential safety and traffic improvements that would be included in all alternatives.
Deep-bored tunnel approved and contested
The state government announced a new timeline for the project in January 2008, with Governor Gregoire declaring her intention to demolish the viaduct by 2012 regardless of Seattle's approval.[172] Eight new concepts for a four-lane replacement were developed by June from a set of priorities developed for SR 99, I-5, and public transit in downtown.[173] The eight options included two surface boulevards with transit improvements, a one-way couplet, a set of two elevated freeways, an elevated freeway with a rooftop park, and three tunnels: a cut-and-cover tunnel, a lidded trench, and a deep-bored tunnel.[174] Several early concepts, including a bridge across Elliott Bay and a complete rebuild of the double-decked viaduct, were rejected by the panel of public officials.[175] The final decision was delayed until after the gubernatorial election, but would have to meet an end-of-year deadline imposed by the state legislature.[176] In December 2008, two finalists were chosen for further study and consideration by the state legislature: a $2.3 billion elevated freeway and the $2.2 billion surface-transit option.[177]
While the deep-bored tunnel was not chosen as one of the two finalists, it remained popular with tunnel activists and was considered separately due to its $4.25 billion cost (equivalent to $5.87 billion in 2023 dollars).[40][178] On January 13, 2009, Governor Gregoire signed an agreement with Mayor Nickels and King County Executive Ron Sims to ratify the deep-bored tunnel as the replacement for the Alaskan Way Viaduct, to be completed by 2015. $2.8 billion would be covered by state gas taxes and federal funds, leaving a $1.4 billion shortfall to be filled by the local government and potential tolls.[179][180] The state legislature passed a bill in April 2009 to commit $2.8 billion in state funding for the tunnel project, which Governor Gregoire signed the following month.[181][182] In total, more than 90 alternatives were considered before the final agreement was reached in 2009.[183]
The tunnel project received $300 million in funds from the Port of Seattle in exchange for design input on the surface boulevard that would replace Alaskan Way.
The state's agreements were approved by the city council in February 2011, shortly before being symbolically vetoed by Mayor McGinn; the veto was overridden by the end of the month—the 10th anniversary of the Nisqually earthquake—with an 8–1 city council majority.[189][190] McGinn joined other tunnel opposition groups to file a referendum questioning whether the city council had the authority to approve the state and federal agreements.[184][191] The referendum was initially blocked by a lawsuit filed by the city, but was approved and placed on the August 2011 ballot by a county judge.[192] The referendum was approved by 58 percent of voters on August 16, 2011, authorizing the city's agreements with WSDOT.[132][193] The Federal Highway Administration completed its analysis of the project's final EIS and issued its record of decision with WSDOT later that month, allowing pre-construction activities to begin.[194]
Tunnel boring and viaduct closure
After the demolition of the viaduct's southernmost stretch and its lanes were realigned onto an adjacent bypass in 2012, crews began excavation of a 420-foot-long (130 m) launch pit to house the tunnel boring machine.[195] Local officials, with the notable absence of Mayor Mike McGinn, participated in a ceremonial groundbreaking was held for the tunnel on June 20, 2012.[196] The 57-foot (17 m) tunnel boring machine was manufactured by Hitachi Zosen in Osaka, Japan, and named "Bertha" in honor of Mayor Bertha Knight Landes.[197] Bertha arrived in Seattle on April 2, 2013, and its 40 pieces were assembled in the launch pit before tunnel boring began on July 30—setting a record for the world's largest tunnel boring machine.[197][198]
Tunnel boring was halted at 1,028 feet (313 m) near South Main Street in December 2013 after the machine encountered an unknown object that caused it to overheat.[199] The object was found to be a 119-foot (36 m) steel pipe and well casing that was left behind by a groundwater research crew for the project in 2002.[200] The pipe caused extensive damage to Bertha's cutterhead and main bearing seal, requiring the excavation of a 120-foot (37 m) rescue pit for repairs.[201] Bertha reached the completed excavation pit in March 2015 and the machine's front end was disassembled and lifted to the surface to repair the damage, which was found to be more extensive than previously thought.[202][203]
The repaired cutterhead was lowered into the access pit in August 2015 and tunnel boring resumed on December 22, 2015, reaching past the pit the following month.[204][205] During the two-year halt in tunnel boring, public officials considered alternative plans to accelerate demolition of the viaduct while awaiting tunnel completion.[206] The project was named one of the worst boondoggles in the United States by several transportation groups and critics, due in part to the stoppage and its high cost.[207] Tunnel boring was halted by Governor Jay Inslee in January 2016 due to the appearance of a sinkhole in Pioneer Square, but resumed the following month.[208] The machine passed under the Alaskan Way Viaduct in April 2016, requiring a closure while the structure was monitored for movement, and reached the halfway mark in October.[209][210] Bertha completed its 1.75-mile (2.82 km) bore on April 4, 2017, arriving at the north portal near Aurora Avenue for disassembly, which was completed in August.[211][212] The tunnel portals and their maintenance areas were completed while work on the double-decker freeway inside the tunnel progressed behind the machine.[213]
The Alaskan Way Viaduct permanently closed on January 11, 2019, beginning a three-week realignment of ramps at the portals as ramps were prepared for the opening of the tolled
Future projects
In 2022, community activists from the South Park neighborhood proposed removing a freeway section of SR 99 between SR 599 and SR 509 to improve local air quality.[222] A federal grant was announced the following year to study the impact of a possible removal or redesign of the highway through South Park.[223]
Names and designations
The name of SR 99 differs from city to city, with several sections named the Pacific Highway and International Boulevard, a moniker invented by SeaTac for the 1990 Goodwill Games hosted by King County.[224] In Seattle, the highway is known as East Marginal Way and Aurora Avenue North; in Everett, it uses Evergreen Way and Everett Mall Way.[225][226] A four-block section of former SR 99 between Denny Way and the new tunnel portal was renamed to 7th Avenue North and Borealis Avenue in early 2019 as part of the reconfiguration of Aurora Avenue.[227]
The
The
Public transit
SR 99 is a major regional public transit corridor and carries several
Aurora Avenue is served by the RapidRide E Line, which carried 18,000 passengers daily in 2017 and is the busiest bus route in the King County Metro system.[241] The E Line debuted in 2014, replacing Route 358—itself the successor to Route 359, which was retired in 1999 after a Metro bus was involved in a shooting and crashed off the Aurora Bridge.[242][243][244] The E Line terminates in Downtown Seattle and near the county line at the Aurora Village Transit Center, where Community Transit's route 101 and Swift Blue Line begins. Swift features off-board fare payment and longer spacing between stops, and runs from Shoreline to Everett Station via Evergreen Way.[245][246] The Everett Mall Way section of SR 99 is served by Everett Transit route 7, which connects the Everett Mall to Downtown Everett and Everett Station.[235][247]
Major intersections
County | Location | mi[1] | km | Destinations | Notes | ||
---|---|---|---|---|---|---|---|
Seattle, Tacoma | |||||||
SR 514 | |||||||
King | Federal Way | 4.49 | 7.23 | SR 18 east (South 348th Street) to I-5 – Auburn, North Bend | |||
7.72 | 12.42 | SR 509 south (South Dash Point Road) – Dash Point State Park | South end of SR 509 concurrency | ||||
Des Moines | 11.84 | 19.05 | SR 516 / SR 509 north to I-5 – Des Moines, Kent | North end of SR 509 concurrency | |||
SeaTac | 15.11 | 24.32 | South 182nd Street – Sea–Tac Airport | ||||
SeaTac–Tukwila city line | 16.78 | 27.00 | SR 518 to I-5 / I-405 – Renton, Burien | Interchange | |||
Gap in route, continues as Tukwila International Boulevard | |||||||
Tukwila | 16.79 | 27.02 | SR 599 south to I-5 | Continuation south | |||
South 116th Street / Tukwila International Boulevard | Interchange; south end of freeway section | ||||||
17.61 | 28.34 | West Marginal Place South | Northbound exit and entrance | ||||
Seattle | 18.63 | 29.98 | Des Moines Memorial Drive / 14th Avenue South | ||||
19.22 | 30.93 | South Cloverdale Street | Northbound entrance only | ||||
19.56 | 31.48 | South Kenyon Street – South Park | Southbound exit and entrance | ||||
20.23 | 32.56 | SR 509 south / West Marginal Way South – Burien | Interchange | ||||
Duwamish River | 20.27– 20.82 | 32.62– 33.51 | First Avenue South Bridge | ||||
Seattle | 20.60 | 33.15 | To I-5 via Michigan Street | Northbound exit and southbound entrance | |||
North end of freeway | |||||||
22.41 | 36.07 | Spokane Street – West Seattle, Waterfront, Port Terminals | Northbound exit and southbound entrance | ||||
South end of freeway | |||||||
22.80 | 36.69 | Harbor Island | Southbound exit and northbound entrance | ||||
23.96 | 38.56 | SR 519 to I-5 / I-90 / Alaskan Way South, South Dearborn Street – Downtown Seattle | Southbound exit and northbound entrance | ||||
24.18– 26.26 | 38.91– 42.26 | Alaskan Way (SR 99) Tunnel | |||||
26.18 | 42.13 | Republican Street, 6th Avenue North – Mercer Street, Seattle Center | Northbound exit and southbound entrance | ||||
26.44 | 42.55 | Aurora Avenue – Denny Way, Downtown Seattle | Southbound exit and northbound entrance; north end of freeway | ||||
George Washington Memorial Bridge | |||||||
Seattle | 28.43 | 45.75 | North 38th Street | Interchange | |||
29.05 | 46.75 | North 46th Street | Interchange | ||||
29.88 | 48.09 | North 63rd Street / Green Lake Way | Interchange | ||||
Seattle–Shoreline city line | 34.05 | 54.80 | SR 523 east (North 145th Street) to I-5 | ||||
Kingston Ferry, Mountlake Terrace, Lake Forest Park | Interchange | ||||||
Lynnwood | 40.42 | 65.05 | SR 524 (196th Street Southwest) | ||||
| 44.20 | 71.13 | Whidbey Island Ferry | Interchange | |||
Seattle, Vancouver, BC | |||||||
48.97 | 78.81 | SR 526 west / SR 527 south / Broadway | Continues north as Broadway | ||||
1.000 mi = 1.609 km; 1.000 km = 0.621 mi |
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{{cite news}}
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External links
- Media related to Washington State Route 99 at Wikimedia Commons
- Highways of Washington State
- SR 99 Alaskan Way Viaduct Replacement Program