After four decades of dispute over the "Mercer Mess" Seattle's community members continue to debate the best way to address problems with the corridor.

While eight members of the Seattle City Council support a $193 million "Two-Way Mercer Project," council member Nick Licata has voiced his opposition to the project and persuaded three different community groups to do the same.

"The project hasn't been looked at very closely," Licata said. "The Council has not yet received full briefings, and received the bulk of the information very late."

The current Two-Way Mercer Project would widen Mercer Street between I-5 and Dexter Avenue North to include three travel lanes in both directions. Those lanes would be divided by a median of trees and with left turn lanes at many intersections. Both sides of the street will also feature a lane for parking and a path for bicycles and expanded sidewalks.

The project is designed to improve transport through South Lake Union for all forms of transit, including cars, trucks, pedestrians, transit and bicycles. The Seattle Department of Transportation claims it will provide a more direct route from I-5 to the Seattle Center, Queen Anne, Fremont, Ballard and Magnolia.

The city has suggested that providing westbound access on Mercer Street would greatly decrease traffic on Valley Street. As a result that road will be narrowed to a two-way, two-lane street.

The project is also designed to provide a more direct route for freight to Fremont, Ballard and North Interbay - particularly once Alaskan Way Viaduct is demolished. Freight trucks should especially benefit from improved travel times on Mercer Street during the morning, the city says, while traveling westbound on Mercer, they would have to make fewer turns on the straighter path.

Expanded sidewalks would allow more space for street level shops and cafes, enhancing the environment around Lake Union Park.

But despite the benefits of a two-way Mercer, the Queen Anne Community Council, Magnolia Community Club and Fremont Chamber of Commerce have all expressed their disapproval of the project to the city council.

The most common argument against the project criticizes expected increases in travel times on Mercer Street, according to a study by consulting firm CH2M Hill.

While CH2M Hill conducted the environmental analysis in 2006, that information was only released to the City Council last May, and did not include traffic time analysis for the current six-lane plan. Upon Licata's request, the city's transportation department provided the six-lane data on June 19.

Compared to the no-action alternative, CH2M Hill found that in 2010 peak travel times during the morning would remain nearly the same or improve with the proposed Mercer Project. During the peak evening hours, however, eastbound travel times in 2010 would be significantly higher on a six-lane, two-way Mercer Street than if no street changes occurred.

Angela Brady, Mercer project manager or the city department of transportation, blames the eastbound traffic congestion on the constraints of I-5 ramps.

"That's where we're constrained," Brady says. "The freeway cannot be widened."

But community members, many of whom received the travel time analysis from Licata, feel that such increases are unacceptable.

The Magnolia Community Club also expressed concern about getting to I-5 through the new two-way Mercer Street. In a letter to the Seattle City Council on July 2, the community club asked that no more funds be committed to the project until it can be shown to improve travel times.

"The City Council members who support this project are also in support of tearing down the Viaduct, but the Viaduct is a critical lifeline to the people in Magnolia," said Gene Hoglund of the Magnolia Community Club.

Despite the projected travel delays, supporters of the Two-Way Mercer Project emphasize that the plan for Mercer Street is just one aspect of larger street grid changes in the area.

"People tend to focus solely on the question of traffic congestion on Mercer, but that's just one factor," said Seattle City Council member Tim Burgess. "There are so many other elements. We need to keep seeing it in terms of the big picture."

Furthermore, Burgess believes that this project, while imperfect, will serve the traffic problem on Mercer better than doing nothing.

"I don't think you can make the argument that this is going to be a huge improvement, but it is certainly going to help," Burgess said. "If we do nothing, then (Mercer) is going to become a total traffic disaster."

The Two-Way Mercer Project has also been criticized due to increases in the projected cost of the plan. Initially estimated at $100 million in 2005, then $115 million in 2007, the project's current value is $193 million.

"The project is using transportation funds but is not providing a transportation solution," Licata said. "(These funds) should rather provide transportation needs to broader Seattle."

Brady attributes the increased cost of the project to the rising price of labor and materials. She says that the original cost estimates assumed the project would start in 2004 and did not include new pavement that the street now requires.

She adds that nearly one third of the project's costs can be attributed utility upgrades and replacements.

More concern has developed over how the project will be financed. While the project has yet to receive full funding, $105 million has been secured. The project still requires $87.9 million, which the city hopes to provide through private participation, state and federal grants.

Community members have criticized the use of $70.6 million from Bridging The Gap funds, which they say could be used to fund other, much needed, transportation projects throughout the city.

"The citizens of Ballard and Fremont are expecting that money to be spent on more local roads," said Suzie Burke of the Fremont Chamber of Commerce.

Besides the effect on travel, much of the plans for Mercer Street are designed to support urban development in South Lake Union.

Project opponents have claimed that Vulcan Inc., a primary property owner in South Lake Union, will benefit most from the use of transportation funds.

"It's one of the grossest examples of the city bowing to special interests that I've ever seen," said John Fox of the Seattle Displacement Coalition.

But Burgess believes that such development is necessary, expecting both South Lake Union and Queen Anne will experience significant residential and industrial growth in the coming years.

"We need to take steps to make sure these areas are livable," Burgess said.

Brady adds that Vulcan's support will help to develop an area of downtown Seattle that's been underdeveloped for years.

Still, many in the community are not convinced.

"It's a beautification project for the neighborhood to benefit Vulcan," said Ellen Monrad of the Queen Anne Community Center. "A two-way Mercer with trees down the middle would certainly enhance that neighborhood but it doesn't help the transportation problem."

The Two-Way Mercer Project is scheduled to be complete during the summer of 2011. Assuming that the design is completed this fall and that the city can secure 100 percent of the project's funding in the first quarter of 2009, the Two-Way Mercer Project would begin construction next summer.

As the project continues to move forward community members are concerned that the city council will not consider their objections.

"They're set in their minds what they're going to do," Burke said. "They're not listening to us."

Rose Egge may be reached at 932.0300 or rosee@robinsonnews.com