Chapter 7: Visual Character
A. INTRODUCTION This chapter presents background information about the visual environment of the Route 9A Project, identifies potential visual impacts associated with the alternatives being considered and identifies potential measures to avoid, minimize or mitigate any potential adverse visual impacts and to enhance positive impacts of the various project alternatives.
B. EXISTING CONDITIONS: The existing visual environment is described in this section. Pursuant to the 1994 Route 9A Reconstruction Project Final EIS (FEIS), the proposed work falls within the area identified as the Battery Park City Visual District. The 1994 FEIS Selected Alternative was constructed and was nearly complete just prior to September 11, 2001. That design featured an eight-lane roadway, and a bikeway and walkway to the west of the roadway. In the area identified in the 1994 FEIS as the Battery Park City Visual District, there are large-scale office and residential buildings on both the east and west sides of the roadway. The area to the west of the roadway and bikeway/walkway is home to Stuyvesant High School, P.S./I.S. 89, the World Financial Center (WFC), and the rest of Battery Park City. The area to the east includes the Borough of Manhattan Community College, the College of Insurance, the Verizon Building, the World Trade Center (WTC) Site and various other buildings. Prior to September 11, 2001, the Route 9A median between Vesey and Liberty Streets included the access ramps to the WTC garage and two twelve-foot high ventilation structures for PATH. The median was unable to accommodate significant planting in this limited area due to the location of these infrastructure elements. The attacks of September 11, 2001 modified the physical and visual conditions of Route 9A. The easternmost portion of Route 9A between Vesey and Liberty Streets rested on the basement (east of the slurry wall) of the WTC garage structure that was destroyed on September 11, 2001. That area now falls within the “bathtub” of the WTC Site and will be part of the future Memorial and Freedom Tower. The northbound lanes of the interim six-lane roadway that was constructed to restore traffic service are located where the former median was located. A separate haul road was constructed along the east side of the roadway. The Winter Garden at the WFC, along the roadway’s west side, was damaged in the attacks; and has been restored to include a new major entrance to the roadway’s western edge. A pedestrian bridge, known as the North Bridge (in the vicinity of the Fulton Street corridor), which connected the WTC with the Winter Garden in Battery Park City was destroyed in the attacks. Route 9A was designed and constructed as an urban boulevard with travel lanes, turning lanes and parking lanes, a continuous bikeway and walkway with planting and pedestrian refuge areas. In March 2002, a temporary, six-lane interim roadway was opened that restored traffic to Route 9A. The interim roadway was constructed with temporary pavement, lighting, no pedestrian refuge and no median areas. In addition, a temporary pedestrian bridge was constructed by NYSDOT in cooperation with the Lower Manhattan Development Corporation (LMDC) and the
7-1 Route 9A Project FSEIS
Port Authority of New York and New Jersey (PANYNJ) at Vesey Street to facilitate pedestrian crossings in this area. The pedestrian bridge across Route 9A at Liberty Street was damaged in the attacks, but was subsequently restored for usage by pedestrians. A walkway to the east of the bridge was constructed as well. NYSDOT, in cooperation with the Battery Park City Authority (BPCA), constructed a temporary pedestrian bridge across Route 9A just north of Rector Street. Street lighting and traffic signals supplied with these temporary facilities are standard-type equipment and not decorative as are the other elements in the completed sections of Route 9A to the north. There is no pedestrian access along the east side of the street and a chain link fence with screening slats woven into it prevents physical and visual access to the site from the roadway. A short tunnel that begins at West Thames Street, known as the West Street Underpass, connects southbound Route 9A with the Brooklyn Battery Tunnel. Between Albany Street and West Thames Street Route 9A contains numerous concrete barriers, a ramp, turning lanes, and limited plantings or street trees. The West Street Underpass prevents at-grade pedestrian crossings between West Thames and Albany Streets. North of Vesey Street, Route 9A is a landscaped boulevard with new concrete pavement, decorative lighting, and a continuous bikeway and walkway along the west side of the roadway. The sidewalk areas on the east side of the roadway are narrow (8-10 feet) south of Cedar Street and approximately 15 feet wide north of Vesey Street and are bordered by high-rise buildings, including several historic structures.
VISUAL DISTRICTS For analysis purposes, the project area was divided into three distinct visual districts. These were established by review of the adjacent/surrounding land uses and buildings. They are the Southern Route 9A Visual District (West Thames Street to south of Albany Street), the World Financial Center (WFC)/World Trade Center (WTC) Site Visual District (Albany Street to Murray Street), and the Northern Route 9A Visual District (north of Murray Street to Chambers Street) (see Figure 7-1). New development is planned in the vacant sites along Route 9A. North of Liberty Street the WTC Memorial and Freedom Tower will extend along the east side to Vesey Street. Across Route 9A between Vesey and Murray Streets a large office tower is planned on Site 26 of Battery Park City. Further north between Warren and Chamber Streets developers are planning residential towers on the east side of the boulevard. Photos of existing conditions in the several districts are shown in Figures 7-2 through 7-11.
VIEWER GROUPS Many people use the area under consideration in this FSEIS. Viewer groups include workers, residents, motorists, visitors, pedestrians (including students), and bicyclists. While many of these viewer groups share similar, if not identical views, the groups differ in their degree of sensitivity to the surrounding views, as affected by viewer activity and awareness, and in the duration of their viewing time.
C. VISUAL IMPACTS OF THE PROJECT ALTERNATIVES Concepts, principles, and design elements associated with context sensitive design solutions would be applied under all alternatives. It should be noted that both the Vesey Street and the Rector Street temporary pedestrian bridges would be removed with all of the project alternatives. Plans for the WTC Memorial, the Freedom Tower, the redevelopment of the WTC Site area,
7-2 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
SOUTHERN ROUTE 9A WFC/WTC SITE NORTHERN ROUTE 9A VISUAL DISTRICT VISUAL DISTRICT VISUAL DISTRICT
HUDSON RIVER
River Te rrace North End Ave.
BATTERY PARK CITY BATTERY PARK CITY Park Pl. West Pl. Park
South End Ave. 4 WFC The HallmarkSt. Warren Senior World Housing Battery Pl. Embassy Suites Hotel and Regal Cinemas
First Pl. First Financial
Temporary Rector
W.Thames St. W.Thames Liberty Street St. Chambers Rector St. Park Pedestrian Bridge Pedestrian Center Bridge Albany St. Albany Temporary Vesey St. Pedestrian Bridge Liberty Courts/ 3 WFC The Soundings Winter 1 WFC Garden Site 26 2 Parc Place/ 2 WFC Development Ballfields I.S. 4 Hudson 89 Stuyvesant Battery Park 3 View East H.S. Underpass Battery Pl. 5 B s C 10 11 12 13 16 as 1 19 rp Battery D G 15 e 6 A 8
nd Park Crystal Building/ 7 Route 9A 14 18 90 WashingtonSt. Rector Harrison St.
Cedar St. Cedar
U 57-75 St. Carlisle 17
F St. Warren
k Street St. Albany 9
West St. St. Barclay r St. Murray a Marriot 90 West
P Hotel St. Liberty 140 West St. 150 West
Street E Chambers St. ry St. Vesey (Verizon St. e Brooklyn Battery Building) Pedestrian Bridge tt a Tunnel College of B Insurance B.M.C.C. Washington Market Park World Irving Trust Operation Building State St. Greenwich St. Trade Center Greenwich Street
Site Pl. Park
Whitehall St. Broadway Pearl St. New St. Church St.
Water St. Hudson Street
St. ine P Fulton St. Fulton
Broad St. Broad
Cedar
Exchange St. Exchange
Nassau St. St. Reade
Beaver St.
Duane St. Duane
Thomas St. Thomas W. Broadway
Worth St. Worth
Legend: St. Leonard
Veterans
Plaza Vietnam South St. Visual Impact Area Photo Number with Direction of View
1 Existing Conditions (Figures 7-2 through 7-11) Visual District Limit Maiden
Church Street
Direction of View Visuals A through F St. John Wall St. Wall Nassau St. A Before and After Simulation (Figures 7-13 through 7-18)
Park Row Visual Districts and
Ann St. Ann Old Slip Old Photo Location Map
St. Franklin St. Franklin
04/18/05 FIGURE 7-1 William St. St. White Pearl St. Broadway ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 1: View north of NB Route 9A at vicinity of West Thames Street
Photo 2: View north of Community Garden at vicinity of West Thames Street
Existing Conditions Southern Route 9A Visual District
04/18/05 FIGURE 7-2 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 3: View East at Rector Street
Photo 4: View South at Rector Lawn
Existing Conditions Southern Route 9A Visual District
04/18/05 FIGURE 7-3 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 5: View South of Route 9A Bikeway toward West Thames
Photo 6: View North at Rector Street Pedestrian Bridge
Existing Conditions Southern Route 9A Visual District
04/18/05 FIGURE 7-4 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 7: View North on NB Route 9A at Liberty Street
Photo 8: View South from Liberty Street Pedestrian Bridge
Existing Conditions WFC/WTC Site Visual District
04/18/05 FIGURE 7-5 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 9: View North from Liberty Street Pedestrian Bridge filename.fh10
Photo 10: View Northwest at Liberty Street toward WTC Site
Existing Conditions WFC/WTC Site Visual District
04/18/05 FIGURE 7-6 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 11: View South at vicinity of WFC/WTC Site
Photo 12: View South of Route 9A bikeway/walkway at vicinity of WFC
Existing Conditions WFC/WTC Site Visual District
04/18/05 FIGURE 7-7 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 13: View South at Vesey Street in vicinity of WFC
Photo 14: View North at vicinity of Vesey Street
Existing Conditions WFC/WTC Site Visual District
04/18/05 FIGURE 7-8 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 15: View North from Murray Street
Photo 16: View South from Murray Street
Existing Conditions Northern Route 9A Visual District
04/18/05 FIGURE 7-9 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 17: View North from Warren Street
Photo 18: View South from Chambers Street Pedestrian Bridge
Existing Conditions Northern Route 9A Visual District
04/18/05 FIGURE 7-10 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Photo 19: View South of Route 9A Bikeway/Walkway from Chambers Street Pedestrian Bridge
Existing Conditions Northern Route 9A Visual District
04/18/05 FIGURE 7-11 Chapter 7: Visual Character
BPC’s Site 26, and Lower Manhattan redevelopment efforts will also have a positive effect on the visual environment in this area. In order to better understand and assess the visual impacts of the alternatives, representative views of the various alternatives were photographed and visual simulations were prepared to illustrate “before” and “after” conditions. The visual simulations were done in either an artist’s rendering or photorealistic style. The purpose of these images is to provide an impression of the intent of the design and one possible concept that addresses the visual impacts of the alternative. The degree of visual impact was determined by examining the extent of the resource change and the associated viewer response to that change. The simulated views were paired with photographs of the existing condition in order to show where the potential impacts on the existing visual quality of the roadway would occur.
VISUAL IMPACTS OF THE NO ACTION ALTERNATIVE The No Action Alternative retains the existing roadway features except in the interim roadway limits where some improvements would be provided. The roadway in the WTC/WFC area (Albany Street to Murray Street) would be rebuilt in its current location using permanent paving materials. There would be limited ability and space for urban design and aesthetic improvements although some limited landscaping and urban design improvements would be included. Permanent decorative light poles would be installed. This alternative includes three lanes in each direction in the WTC/WFC area. The visual characteristics of the existing roadway summarize the impacts for the No Action Alternative (see Figures 7-2 through 7-11 for existing conditions). These characteristics or visual impacts are as follows:
SOUTHERN ROUTE 9A VISUAL DISTRICT (NO CHANGES TO BE MADE) • Wide, expansive pavement area • Ramps, turning lanes, and West Street Underpass approach/portal • Some landscaping with urban design elements including decorative light poles, bollards, etc. • Bikeway/walkway adjacent to the roadway
WTC/WFC SITE VISUAL DISTRICT (SOME IMPROVEMENTS, SEE FIGURE 7-13) • Wide, unattractive, temporary roadway with concrete barriers with poor visual quality • Some plant material on the west side of the roadway with the bikeway/walkway • Improvements would include barriers to be removed, narrow median and east sidewalk provided with some additional urban design features such as decorative pavements and lighting
NORTHERN ROUTE 9A VISUAL DISTRICT (NO CHANGES TO BE MADE) • Essentially the same as southern Route 9A visual district, except no West Street Underpass. The expected visual impact for the No Action Alternative is generally neutral in the northern and southern visual districts for all viewer groups (see Figures 7-3, 7-4, and 7-11). The visual quality of the WFC/WTC Site visual district is poor and only minor improvements would be expected with the No Action Alternative proposed changes (Figures 7-5, 7-6, 7-7, and 7-13).
7-3 Route 9A Project FSEIS
VISUAL IMPACTS COMMON TO THE AT-GRADE AND SHORT BYPASS ALTERNATIVES Both the At-Grade and Short Bypass Alternatives would result in substantial improvement to the visual quality of the project area by incorporating features that would enhance the urban design quality of the area and improve upon the urban design environment that was constructed pursuant to the 1994 FEIS (see Figures 7-12 and 7-14 through 7-17). Adjacent to the WTC Site, the roadway would be rebuilt with a wide frontage/sidewalk area to help provide an appropriate and respectful setting for the future Memorial. A promenade would be created that would enhance the pedestrian spaces both adjacent to the planned Memorial and along the project’s entire length. The promenade would strengthen pedestrian connections among the WTC Site, the WFC, Battery Park City, and areas to the north. The designs would enhance both east/west and north/south pedestrian crossings. The enhanced promenade and urban design features would provide physical and visual connectivity to the south and Battery Park. With both the At-Grade and Short Bypass Alternatives, a promenade would be created on both the east and west sides of the street. The existing bikeway and walkway area on the west side of the road would remain a continuous element of the Route 9A Project and would be rebuilt as required. A major, wide crosswalk across Route 9A would be provided at the extension of Fulton Street. The project would have significant positive impacts for pedestrians from the implementation of these context-sensitive urban design concepts. The Short Bypass Alternative, and, to a lesser extent, the At-Grade Alternative, would help provide an environment that would allow for active pedestrian uses at the ground level along both the east and west sides of the roadway and enhance connectivity in both the north-south and east-west directions. The Short Bypass Alternative would further enhance east-west connectivity with the provision of a wide buffer between the roadway and the Memorial. For the At-Grade Alternative the wide frontage along BPC between Liberty and Vesey Streets is narrowed. Frontages are also narrowed adjacent to 1 WFC and Site 26 for the Short Bypass Alternative. The existing frontages adjacent to the BPC, the Ballfields, and the P.S./I.S. 89 playground would remain. The At-Grade and Short Bypass Alternatives would include a comprehensive urban design landscaping plan, decorative street lighting and appurtenances, decorative pavement and other amenities. On the west side of the roadway between Albany and West Thames Streets the playground areas and multi-use lawn spaces would be redesigned and reconstructed. Both the At-Grade Alternative and the Short Bypass Alternative would provide enhanced pedestrian crossings. In the area south of Albany Street, the existing sidewalk would be widened from its current 8-10 foot width along the east side of the roadway to one that doubles the width to approximately 18 feet to 25 feet. At the proposed Freedom Tower the frontage and sidewalk area is maximized for the At-Grade and Short Bypass Alternatives. The alternatives widen the east sidewalk area at the Verizon Building. North of Barclay the existing 15-foot sidewalk is retained. The widened east sidewalk would provide opportunities for lively pedestrian-oriented ground- level uses. Along the west side of the roadway, plans for both a promenade and programmed recreational uses would be developed in conjunction with BPCA and the Hudson River Park Trust (HRPT). The At-Grade Alternative would likely include a new or modified pedestrian bridge at Liberty Street replacing the existing South Bridge. Possible future pedestrian bridge locations will be
7-4 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Existing Conditions
Proposed Conceptual Plan
Visual Simulation (A) View North from Carlislie/Albany Street (Short Bypass Alternative)
04/18/05 FIGURE 7-12 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Existing Conditions
Proposed Conceptual Plan
Visual Simulation (B) View North at Liberty Street (No Action Alternative)
04/18/05 FIGURE 7-13 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Existing Conditions
Proposed Conceptual Plan
Visual Simulation (C) View North at Liberty Street (At-Grade Alternative)
04/18/05 FIGURE 7-14 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Existing Conditions
Proposed Conceptual Plan
Visual Simulation (D) View North at Liberty Street (Short Bypass Alternative)
04/18/05 FIGURE 7-15 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Existing Conditions
Proposed Conceptual Plan
Visual Simulation (E) View West at Liberty Street (Short Bypass Alternative)
04/18/05 FIGURE 7-16 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
Existing Conditions
Proposed Conceptual Plan
Visual Simulation (F) View North at Future Fulton Street Extension (Short Bypass Alternative)
04/18/05 FIGURE 7-17 Chapter 7: Visual Character studied. The visual impacts of any proposed bridges and the impact of their eastern and western termini will be considered in those studies. The need, placement, and impact of these bridges, if considered at a later date, will be separately evaluated. In summary, a positive impact is expected for all viewer groups by providing a context sensitive design with urban design/landscaping features to create a pedestrian friendly promenade.
VISUAL IMPACTS OF THE AT-GRADE ALTERNATIVE In addition to the visual impacts described above, the At-Grade Alternative would provide four lanes at the surface in each direction with additional turning lanes similar to the 1994 FSEIS design The amount of vehicular traffic and its visual effects would be similar to the level present prior to September 11, 2001. The At-Grade Alternative reduces the wide frontage at 2/3 WFC— Winter Garden—thereby providing a more limited area on the surface to accommodate bicyclists, pedestrians, enhance greenspace and open space than is provided with the No Action Alternative (Figure 7-18). Between Liberty and Vesey Streets adjacent to the WTC Site, the At- Grade Alternative provides one acre less of non-roadway area than the Short Bypass Alternative thereby providing less space for plantings, walkways, etc. The At-Grade Alternative would retain the pedestrian bridge at Liberty Street to accommodate the volumes of visitors to the future WTC Memorial and redeveloped site. In summary, a positive impact is expected for all viewer groups by providing a context sensitive design with urban design and landscaping features to create a pedestrian friendly promenade.
VISUAL IMPACTS OF THE SHORT BYPASS ALTERNATIVE The Short Bypass Alternative in the WFC/WTC Site visual district would provide for a surface Route 9A with only two lanes in each direction, plus left turn pockets at intersections, thereby allowing for more space at the surface for urban design improvements, park and open space uses and fewer conflicts for pedestrians and pedestrian crossings in the area adjacent to the WTC Site. The Short Bypass Alternative would also provide greater area (approximately one acre more than the At-Grade Alternative) to accommodate uses adjacent to WFC 2 and 3 and the Winter Garden by retaining the existing frontage width at 2 WFC and 3 WFC and the Winter Garden. Also, the Short Bypass Alternative would enable trucks leaving the WTC Site to enter directly into the below grade northbound bypass roadway thereby reducing truck traffic on the West Street surface roadways. The Short Bypass Alternative would place the northbound roadway farther away from the WTC Memorial than the At-Grade Alternative and would provide a quieter setting with less traffic, approximately one acre more of greenspace and open space. The remaining two lanes in each direction would be in a Short Bypass structure below grade. The underpass section of the bypass would be between Liberty and Vesey Streets. The approach roadways to the Liberty Street portal would begin around Albany Street and descend approximately 20 feet so as to achieve the needed clearances for Liberty Street to cross over the bypass roadway. Vesey Street would cross over the bypass at the north portal and the approach roadways would then rise to join the surface roadways at Murray Street. The approach roadways for the bypass at both the Liberty and Vesey portals would be flanked by northbound and southbound at-grade local lanes (Figure 7-18). The space needed for the approach roadways would cause an increase in crossing distance for pedestrians at grade at Albany and Murray Streets. In addition, some medium negative visual impacts would be associated with the need for the approach roadways to the Liberty Street portal of the bypass section as seen from 1 WFC and
7-5 ROUTE 9A PROJECT - LOWER MANHATTAN REDEVELOPMENT D015183, PIN NYCD.01.322 FINAL SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENT West Thames Street to Chambers Street
At-Grade Alternative
Short Bypass Alternative
Visual Simulation (G) View Southeast from Murray Street
04/18/05 FIGURE 7-18 Route 9A Project FSEIS
90 West Street by office workers and pedestrians. Similarly, some medium negative visual impacts would be associated with the approach roadways to the Vesey Street portal as seen from the Verizon Building and the proposed office tower at BPC Site 26 by pedestrian and office workers. Some medium negative visual impacts would also be associated with the loss of surface views for motorists in the bypass section, although the effect on pedestrians and visitors to the Memorial as reflected in the project goals and objectives stated in Chapter 1, “Project Purpose and Need.” is of a higher priority and of greater concern than the effect on motorists. The high positive visual impacts of the Short Bypass Alternative at the WFC/WTC Site meet and exceed the goal of providing a respectful setting for the WTC Memorial. There are fewer positive impacts with the No Action and At-Grade Alternatives since 6 to 8 lanes of traffic would be adjacent to the WTC Memorial (Figures 7-15, 7-16, and 7-17). The medium negative visual impacts associated with the Short Bypass approaches and portals in the WTC/WFC Visual Districts are recognized and could be mitigated as discussed in Section D, “Mitigation of Negative Visual Impacts,” (Figure 7-12).
D. MITIGATION OF NEGATIVE VISUAL IMPACTS The mitigation of the medium negative impacts of the Short Bypass Alternative approach roadways and portals would be provided in the Short Bypass Alternative design. The medium negative visual impact attributed to the approach roadway can be mitigated by ensuring that the walls and parapets are carefully designed in consideration of the urban design context of the area. Stone or granite similar to the material used in the buildings of the adjacent WFC could be used to clad the portals and ramp retaining walls. Landscaped pedestrian refuge areas, planted approach borders, and detailed walls would provide an aesthetic treatment to minimize the negative effects of the approach walls and portals Another possible mitigation measure would be the use of a small area of raised deck over a portion of the approach roadways at the Liberty and Vesey Portals. A landscaped area on an extended raised deck enlarges the surface area creating an opportunity for enhanced urban design. Another negative visual impact for the Short Bypass Alternative is for the motorist viewer group when traveling in the depressed section. The negative visual impact is due to the loss of motorist views of the surface and therefore a reduction in the quality of visual experience. To mitigate this impact, fine design materials and detailing would be used with particular attention to the lighting in the bypass. Ï
7-6