Exh C

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Exhibit      ** ett
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Port commissionS&Q  I
Meeting o f - ~ . a d
MANUFACTURING INDUSTRIAL COUPICiL         I

January 27,2009
Hon. Bill Bryant, President
Seattle Port Commission
Seattle, WA.
Dear Mr. Bryant:
The Manufacturing Industrial Council supports further review of the deep bore tunnel option for
replacing the Alaskan Way Viaduct and will support it as the preferred option provided that the tunnel
and related surface road improvements can meet the freight, commercial and commuter transportation
needs of Ballard and the rest of northwest Seattle.
Several members of our governing board participated in the stakeholder process and we feel the work
of that body produced two key outcomes that are important to the road ahead.
First, the stakeholders helped the Governor and other key elected leaders to recognize the magnitude
of economic disruption that will be caused by viaduct-related construction activity that impacts the
through capacity ofthe State Route 99-Interstate 5 corridor. Highly negative impacts would be felt not
only along the central waterfront, but in the Duwamish and Ballard industrial centers with ripple
impacts extending to commercial aircraft production facilities at Boeing Field, Renton and Paine Field.
Based on state and city tax records, the industrial firms in those impact areas generated about $65
billion in business revenues in 2006 and nearly every one of those companies rely on the SR 99-15
corridor daily to move goods and employees. To put that sum in perspective, $65 billion represented
half the state's entiremanufacturing output during 2006.
If the deep bore tunnel option can minimize construction disruption, it will be well worth the required
investment because it will help to keep the heart of the regional economy flowing while a viaduct
replacement is being built. For this reason, we also feel the tunnel would be a far better investment
than construction of a new elevated structure. The disruption factor is also what separates the deep
bore tunnel from the previous proposal for a cut-and-cover tunnel. The cut-and-cover was among the
most disruptive options for replacing the viaduct. It appears the deep bore tunnel might prove to be
the least disruptive option.
Second, the stakeholder process helped document that the surface-transit option was fatally flawed
because it would result in so much car, bus and truck traffic downtown that the traffic volumes would
overwhelm any opportunities to seek the amenities that might be possible if the viaduct was removed.
These two factors - economic disruption and downtown traffic volumes - remain relevant to future
viaduct discussions because of the need to find successful transportation solutions for northwest
Seattle.

P.O.Box 81063 Seattle. Washington 98108 ph: 206.762.2470 fx: 206.762.2492 ~v~v~v.seattleindust~.o~

Hon. Bill Bryant
January 27,2009
Page 2
The viaduct and SR 99 are presently used by about 35,000 cars each day that gain access to the route
at .theElliott Way and Western ramps north of the Pike Place Market. It is estimated that most of these
trips are generated by people living in Ballard or other parts of northwest Seattle. The present plan for
.thedeep bore tunnel would eliminate these ramps, providing SR 99 access instead through a northern
tunnel portal that would exist somewhere near Mercer Street east of the existing SR 99 route.
We believe many of these viaduct travelers are driving to jobs in the Duwamish and other points south
of downtown. If even half of them opt to commute along the waterfront, it would add 17,000 cars to
the 10,000 or so cars that presently use that route. That's similar to traffic volumes on Aurora Avenue
near Green Lake. As with .theprevious surface-transit option, this volume of nearly cars would
seriously undermine any aesthetic and environmental enhancements that might be possible along the
central waterfront following removal of the viaduct.
If a significant number of the 35,000 cars wind up on 15, it will also create additional congestion on
the freeway that will reduce the productivity of the industrial and retail firms that rely on existing
SR99-I5 through capacity.
The failure to provide a successful solution for Ballard will also undermine the economic health of the
"BINMIC" Manufacturing and Industrial Center, which continues to flourish as the home port for the
North Pacific Fishing Fleet and one of the largest "family-wage"job centers in the Pacific Northwest.
Therefore, we believe it is essential to find more viable and productive alternatives for the 35,000 cars
now using the Elliott and Western ramps.
Port staff played a key role in helping the stakeholders document the regional economic significance
of the viaduct and its role in the SR 99-15 corridor. We hope the Port can continue to provide similar
assistance as technical review moves forward.
Please let us know if we can provide any information or answer any questions regarding our position
on these issues.
Sincerely,

Dave Gering, Executive Director
Manufacturing Industrial Council of Seattle

cc: Port Commission & Tay Yoshitani

P.O. Box 81063 Seattle,        98108 ph: 306.762.2470 fx: 206.762.2492 ~v~vw.seattleinclnst~~.org       1

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