The existing bridge, damaged in the 1997 landslides and the 2000 Nisqually earthquake, is seismically unsound. Though SDOT has yet to establish funding and a timeframe for construction of a replacement bridge, Sen. Patty Murray secured a $9 million grant to develop the design.
At its first open house in October, SDOT gathered ideas for 25 different bridge concepts. After eliminating less plausible ideas - such as tunneling through the hill to Magnolia Village or taking down the bridge altogether - nine designs remain.
In Design A, a new bridge sits just south of the original. On and off ramps in each direction give Magnolia residents better access to the marina.
"One big issue we heard was that you can't get down to the marina unless you're heading west on the bridge," said Kirk Jones, project manager at SDOT.
The alignment of the new bridge would be situated slightly south so that the old bridge could stay open during a two-and-a-half-year construction period. At the initial open house, community members stressed that another bridge closure should be avoided.
"Our businesses in the Village have really suffered when the bridge has been closed," said Paula Ross, president of the Magnolia Chamber of Commerce.
In Design B, the bridge drops to ground level after it crosses the railroad heading west. A surface road then wraps around the southwest corner of Magnolia, past Smith Cove Park and the marina, linking up to 32nd Street with a surface road or low bridge over the tidelands.
The surface portion of the route eliminates the costs of an elevated structure. Problems could emerge, however, when the road passes waterfront homes. To stay away from the homes, an offshore bridge may be necessary.
"There are environmental issues related to building a bridge by the beach," Jones said.
The route allows marina access and directs traffic toward businesses in the Village, a feature that is considered critical by some community members.
"We don't want a bridge that would bypass the business core," Ross said.
Design C incorporates two bridge structures. After crossing the railroad tracks, the bridge drops to street level and heads north through Port property. The surface road then connects with a structure wrapping south to north along the Magnolia hillside and linking up to West Galer Street.
The design, while more round-about, calls for less bridge structure and offers marina access. It also sets street gridwork on Port property, enabling the Port to use the roads in future development.
In Design D, the bridge is a long arc situated to the north yet still connecting to 15th Avenue West and Magnolia at the same points as the existing bridge. The design is similar to A in having on/off ramps in each direction. Moving the bridge farther north could be advantageous for Port development.
"The current bridge blocks the Port's use of the piers," Jones said. "It's a physical barrier that doesn't allow much flexibility for future development."
Port of Seattle spokesperson Mick Schultz says that the Port has not taken a position on where a replacement bridge should be.
"The exact location isn't as critical to us as ensuring that there's access to and from our properties at Terminal 91," Schultz said.
Design E moves the bridge even farther north, connecting the structure to Wheeler Street. History books reveal that a bridge once stood in that location. The design does not allow for marina access from the west side, though Jones said that SDOT would consider a separate north/south surface road that ties into the waterfront.
Business owners in Magnolia may be less likely to go along with a bridge moved to the north. Traffic connections to the Village aren't as direct.
"If we don't have a southern entrance, one whole end of the hill is cut off," said Mike Smith, owner of Leroux Fine Apparel for Men and Women in Magnolia Village. "The Village would be history."
Design F features another north alignment. The bridge follows West Armory Way, crosses the railroad tracks, and ties into Thorndyke Avenue West. This design also has historic roots.
After the Wheeler Street Bridge was torn down, an Armory Way Bridge replaced it. The elevated structure would be slightly shorter than other designs, which would save on costs.
In Design G, the bridge route again follows West Armory Way but drops to surface level after crossing the railroad tracks. A second elevated segment wraps south along the Magnolia hillside, linking the bridge to the point where the current bridge connects with the bluff at West Galer Street.
Design H proposes two bridges. The first initiates at the Galer Street flyover, dropping to surface level through Port property. Another portion of the structure rises up the Magnolia hillside, connects the road to the hill at Galer Street. Another bridge starts at West Armory Way and ties into Thorndyke Avenue on the Magnolia side. The design is similar to option F.
Jones says the idea of constructing two bridges isn't out of the question. The Washington DOT hasn't ruled out the scenario because of funding.
"Magnolia only has three connection points," Jones said. "Some say there should be four so that if one is out, the others aren't as impacted."
The final design describes another north bridge that begins at West Armory Way but ties into Thorndyke farther south, at Boston Street. "Pulling it farther south tries to replicate the old traffic patterns," Jones said.
Community members can comment on bridge designs at the open house on Dec. 5, from 5:30 to 8:30 p.m. at Blaine School. Three finalists will be presented at another open house in February 2003, with July 2003 scheduled as the deadline for selecting a new bridge design.
More information on the project can be found at www.seattle.gov/td/magreplace.asp.
Freelance writer Heidi Dietrich is a Queen Anne resident.
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