The cut/cover tunnel alternative now depicted in the FEIS was not released for public review until 2009, though it was ready in the 2007 voter referendum and considered from the start. Yet, of all the cut/cover tunnel options, this last one is the only one that could be constructed while the Alaskan Way Viaduct (AWV) remained up and operating and is thus “least disruptive” to waterfront activity. Why did Wsdot keep the least disruptive cut/cover under wraps? This ‘stacked’ 6-lane cut/cover forms a dam-like seawall. It removes 80′ of waterfront fill soils, solidifying the remaining soils further east. The recent seawall proposals (the cheap row of concrete polls and “stabilization”) are both questionable engineering. The incline being constructed to install the bore machine AND form the tunnel’s south portal ramps, applies to this ideal cut/cover alternative as well.

Mayor McGinn had little to base his opposition on but gut instinct as Wsdot and SDOT directors concealled critical engineering perspective and unlawfully rigged studies to affect predetermined outcomes. Wsdot studied surface/transit alternatives with 27 to 30 stoplights, but not the options with 9 to 13 stoplights. Cut/cover tunnel studied, rigged. Reconnecting the Aurora grid, a good thing, can be achieved while retaining the Battery Street Tunnel and access to Lower Belltown. The tremendous potential of Mercer East is lost with Mercer West. Closing the Broad Street Underpass too should not be considered until after its ideal usefulness is determined with Mercer East. Ex-SDOT director Grace Crunican was “dismissed” from her position as ODOT director in 2000 for willful violations of federal ADA and State code regarding the Ross Island Bridge surface, sidewalk and ballustrade rebuild project.

I regret having to make these charges of alarm, incompetence and corruption, but Seattle is in horrible danger and must be warned. If the DBT is installed, there is no way to correct its inherent destabilizing affect on historic downtown building and tower foundations. Forced demolition of many buildings is inevitable and terrifying collapse too possible. I hope this letter impresses upon you the extent of the risk your DOT directors accept to avoid any inconvenience to waterfront business activity.

Arthur Lewellan, Pearl District, Portland

Author, The Seattle Circulator Plan
(still blacklisted in Seattle)