WSDOT SR 520 Bridge Replacement and HOV Program Montlake Project

Montlake Project Community Construction Management Plan

Prepared by: Graham Contracting, LTD

For: SR 520 MONTLAKE PROJECT

June 2019 Rev. 00

TABLE OF CONTENTS

1.0 COMMUNITY CONSTRUCTION MANAGEMENT PLAN OVERVIEW ...... 1 1.1 PURPOSE AND BACKGROUND ...... 1 1.2 HOW TO USE THE CCMP ...... 1 1.3 PROJECT COMMITMENTS ...... 2 1.4 PROJECT OVERVIEW ...... 2 2.0 PROJECT GOALS AND OBJECTIVES ...... 11 3.0 CONSTRUCTION IMPACTS ...... 11 3.1 NOISE ...... 12 3.2 VIBRATION ...... 16 3.3 AIR QUALITY AND DUST ...... 18 3.4 VISUAL QUALITY: AESTHETICS, GLARE AND LIGHTING ...... 19 3.5 TRAFFIC AND TRANSPORTATION ...... 20 3.6 UTILITIES AND SERVICES ...... 23 3.7 VEGETATION MANAGEMENT AND EROSION CONTROL ...... 24 3.8 OVER-WATER AND IN-WATER WORK ...... 25 3.9 STAGING IN WSDOT RIGHT OF WAY ...... 27 4.0 HOW TO STAY INFORMED ...... 28 4.1 PROJECT WEBSITE / SR 520 CONSTRUCTION CORNER ...... 29 4.2 HOTLINE ...... 29 4.3 DROP-IN INFORMATION CENTER ...... 30 4.4 CORRESPONDENCE ...... 30 4.5 PUBLIC MEETINGS AND BRIEFINGS ...... 30 4.6 SOCIAL MEDIA ...... 30 4.7 COMMUNITY RELATIONS PROGRAM ...... 31 4.8 ONLINE COMMUNICATIONS ...... 31 4.9 COMMUNITY EVENTS ...... 31 4.10 WRITTEN MATERIALS ...... 31 4.11 WSDOT-COORDINATED TRIBAL OUTREACH ...... 32 4.12 COMMUNITY EVENT CONSTRUCTION COORDINATION ...... 32 4.13 CONSTRUCTION SITE TOURS...... 32 Page i

5.0 MEASURING PERFORMANCE AND PROGRESS ...... 32 6.0 QUESTIONS OR CONCERNS? ...... 33 7.0 APPENDICES ...... 33

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1.0 COMMUNITY CONSTRUCTION MANAGEMENT PLAN OVERVIEW

1.1 PURPOSE AND BACKGROUND Design-build is a contracting method in which WSDOT completes a preliminary design and selects a contractor based on the best apparent value, which incorporates price and the design- builder’s design and construction proposal. Graham was selected by WSDOT as the Montlake Project’s design-build contractor. WSDOT provided Graham Notice to Proceed on the Contract on January 7, 2019.

Graham has developed a Montlake Project Community Construction Management Plan as part of the Project Environmental Compliance Plan to identify best measures and practices to reduce impacts from Project Work to historic properties, nearby neighbors, and the travelers on the SR 520 Corridor.

WSDOT first developed the Community Construction Management Plan (CCMP) as a mitigation commitment for adverse effects to historic properties from the I-5 to Medina: Bridge Replacement and HOV Project (I-5 to Medina project) during the National Historic Preservation Act Section 106 Consultation process. Because Section 106 consulting parties had significant concerns related to construction effects (both indirect and direct) to historic properties, development of the CCMP was included in the earliest iterations of the Section 106 Programmatic Agreement (PA). Construction effects (as defined in 36 CFR 800.5(a)(2)) may include vibration, noise, change of use or physical features of a property’s setting, visual, atmospheric or audible intrusions.

During the consultation process, participants recognized that impacts the CCMP was intended to mitigate were not exclusive to historic properties but could potentially affect other resources in similar ways. The CCMP then became a project-wide commitment, not exclusive to Section 106 PA concurring parties. The PA language references the concurring parties “and others potentially affected by Project construction.”

The SR 520 Montlake Project includes the construction of the West Approach Bridge South (WABS), Montlake lid and interchange, and Montlake bicycle/pedestrian “land bridge.” Construction of this phase is expected to begin in 2019 with a duration of 4-5 years.

The CCMP allows members of the public an ongoing opportunity to provide input that may be considered for construction management decisions to avoid, minimize, or mitigate the impacts of construction activities on historic and other properties. Additional CCMP volumes and/or updates to existing CCMP volumes will be developed in conjunction with each contract awarded for future construction phases of the I-5 to Medina Project.

1.2 HOW TO USE THE CCMP The Montlake Project CCMP is a living document which may be updated through the course of the Project to incorporate changes to construction activities or approaches to the work.

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The Montlake Project CCMP includes commitments made in accordance with the Section 106 PA, environmental and right of way commitments made through other regulatory processes, including the city of Seattle shoreline permit, best management practices (BMPs), and additional tools that will help to avoid, minimize, and/or mitigate construction impacts on local communities and historic properties. WSDOT will meet regularly with the concurring parties to the Section 106 PA and others potentially affected by construction throughout the duration of construction to discuss construction management.

The public is encouraged to provide feedback about the effectiveness of the CCMP and suggest changes. Information about the SR 520 Montlake Project is available at project-related public meetings and on the SR 520 Montlake Project website: (https://www.wsdot.wa.gov/projects/sr520/montlake/home).

While the Montlake Project CCMP is for construction impacts, questions on other topics such as design, permitting, operations and maintenance, Neighborhood Traffic Management Plan (NTMP), and other non-construction related activities on the SR 520 Montlake Project can be directed to [email protected].

1.3 PROJECT COMMITMENTS The SR 520 Montlake Project will be constructed accounting for commitments that are included in agreements with permitting agencies, local governments, and other interested parties.

Graham’s commitments include:

• Performing construction management, including inspection and monitoring of the construction activities to ensure contract requirements are met. • Developing a Montlake Project CCMP, as well as an Early Design Discovery Work CCMP (Appendix A), and ensuring the updating and implementation of the CCMP occurs to reflect construction activities. • Ensuring local, state, and federal permits are obtained as necessary for compliance with applicable laws and regulations. • Coordinating and communicating with neighborhoods and businesses about possible project impacts. • Implementing environmental commitments related to historic properties made in compliance with other regulatory processes including, but not limited to the National Environmental Policy Act. • Monitoring performance of the CCMP implementation with the public and the Section 106 PA concurring parties.

1.4 PROJECT OVERVIEW The SR 520 Montlake Project includes the construction of the West Approach Bridge South (WABS), Montlake lid and interchange, and Montlake bicycle/pedestrian land bridge. The WABS will connect eastbound traffic from Montlake to the new floating bridge. It will also feature a dedicated transit/HOV lane that connects these facilities to the floating bridge and, in turn, to Eastside SR 520. Implementation of this project also includes removal of the existing eastbound

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Lake Washington Boulevard on-ramp to SR 520 near the Arboretum, and construction of an improved Montlake interchange.

The new Montlake interchange includes a lid that will incorporate direct-access for transit and HOV in addition to new bicycle and pedestrian connections to existing regional and local trails. The Montlake lid will be a hub for local and regional transportation connectivity, and will include open spaces, urban trails, undercrossings, a regional shared-use path and transit connections. A new land bridge, to the east of the lid, will be a bicycle/pedestrian path over SR 520 that provides a north-south connection across the highway between the Arboretum and points north of the SR 520 corridor. The Montlake Project also features the construction of stormwater treatment facilities to capture and naturally filter highway runoff.

The four figures below depict final configuration of the SR 520 Montlake Project. Each of the four figures highlight major elements of the Montlake Project, including the Montlake Lid and the WABS structure.

Figure 1

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Figure 2 Final configuration looking west. For reference: A – West Portal; B – Neighborhood Open Space; C – South Montlake Plaza; D – North Montlake Plaza; E – SR 520 Trail

Figure 3

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Figure 4

WSDOT issued Notice to Proceed (NTP) to Graham on January 7, 2019. Graham began project design upon issuance of NTP and anticipates the Design phase to continue through December 2020.

Construction Phasing and Major Construction Elements:

Major project construction is anticipated to start in late June 2019 and continue through Substantial Completion in February 2023. Graham has developed the following construction phasing for the project and anticipates constructing the project in four major phases. The construction phases are based on major traffic shifts and/or completing major elements of construction work. Planned phase durations with major construction elements of each phase are highlighted below.

** Note: The phasing timeline below is based off Graham’s schedule which is subject to change as design and construction progress forward.

• June 2019 to September 2019 – Early Work (Phase 0) to prep for Phase 1 o Summary: In Phase 0, Graham completes early work with key traffic shifts to gain access on to the existing WABS structure. Major elements in this phase include: . June 21, 2019 – close the eastbound and westbound SR 520 Transit Flyer Stops.

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. July 2019 – close the existing pedestrian/bicyclist access across 24th Avenue East and provide a temporary detour on local streets. Access over SR 520 will be across Montlake Boulevard. . July 2019 – construct temporary walls, remove existing trees/vegetation along the Old Canal Reserve area (quantity and specific trees TBD and identified in accordance with the Tree and Vegetation Management and Protection Plan (TVMPP)), and construct Phase 1 ramp alignments north of the existing SR 520 westbound off ramp to Montlake Boulevard (MOHAI area). . July 2019 – shift SR 520 westbound off ramps to 24th Avenue East and Montlake Boulevard to new Phase 1 ramp alignment. . August 2019 – construct westbound SR 520 mainline between 24th Avenue East and Montlake Boulevard and shift westbound SR 520 traffic to the new alignment. . August 2019 to September 2019 – construct eastbound SR 520 mainline between Montlake Boulevard and east of 24th Avenue East. . August 2019 to September 2019 – construct a new temporary onramp to eastbound SR 520 from Lake Washington Boulevard northwest of the existing Arboretum onramp. . September 2019 • Shift Montlake Boulevard onramp to eastbound SR 520 and eastbound SR 520 mainline traffic to the new alignment. • Open new temporary onramp to eastbound SR 520. • Close the existing Arboretum onramp allowing Graham access to the existing West Approach Bridge South (WABS). • Open the temporary shared use trail that parallels the new temporary onramp to eastbound SR 520, travels under SR 520 east of 24th Avenue East, and connects into the existing SR 520 Trail System north of SR 520.

• October 2019 to April 2020 – Phase 1 o Summary: In Phase 1, Graham begins work on the Montlake Lid structure, the Seattle Public Utilities (SPU) 54-inch waterline under SR 520, and the WABS structure. . Montlake Lid structure – construct Pier 2 concrete footing and vertical support wall between Montlake Boulevard and 24th Ave East (median SR 520). . SPU 54-inch water line – construct 54-inch water line which includes launching and receiving pits for the jack and bored water line installation under SR 520, installation of the new water line, and connections to existing systems. . WABS structure – construct the WABS temporary work trestle (pile driving) and begin select demolition of existing eastbound approach bridge.

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• April 2020 to January 2021 – Phase 2A o Summary: In Phase 2A, Graham continues work on the Montlake Lid structure, the WABS structure, and begins work on the SR 520 Trail tunnel under Montlake Boulevard. . Montlake Lid structure – shift both directions of SR 520 traffic toward the median. Begin construction of Pier 1 and Pier 3 concrete footings and vertical support walls between Montlake Boulevard and 24th Ave East (North & South of SR 520). . WABS structure – begin drilling shafts, column construction, pier cap construction, girder erection, bridge deck and barrier construction, and continue select demolition. . SR 520 Trail tunnel – begin construction on the tunnel, including construction of new concrete walls, underneath Montlake Boulevard.

• January 2021 to August 2021 – Phase 2B o Summary: In Phase 2B, Graham continues work on the Montlake Lid structure, the WABS structure, and the SR 520 Trail tunnel. . Montlake Lid structure – complete the above ground portion of the Montlake Lid structure between Montlake Boulevard and 24th Avenue East. Work includes girder erection, concrete pours, integration of temporary electrical components into the lid, and integration of both temporary and permanent utilities in the Lid. . WABS structure – continue drilling shafts, column construction, pier cap construction, girder erection, bridge deck and barrier construction, and select demolition. . SR 520 Trail tunnel – continue trail tunnel construction, including construction of new concrete walls, underneath Montlake Boulevard.

• August 2021 to November 2021 – Phase 2C o Summary: In Phase 2C, Graham continues work on the Montlake Lid structure, the WABS structure, the SR 520 Trail tunnel, and begins work on the Pedestrian Land Bridge (PLB) Structure. Significant structure demolition also occurs. . Montlake Lid structure – complete construction of Pier 1 and Pier 3 concrete footings and vertical concrete support walls at Montlake Boulevard and at 24th Avenue East. Complete Pier 4 construction at 24th Avenue East and concrete walls along SR 520 mainline west of Montlake Boulevard as part of the Montlake Lid structure. • Traffic shift – upon completion of the Montlake Lid structure between Montlake Boulevard and 24th Avenue East, temporarily shift Montlake Boulevard and 24th Avenue East traffic onto the newly constructed lid. . WABS structure – continue drilled shafts, column construction, pier cap construction, girder erection, bridge deck and barrier construction, and select demolition.

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. SR 520 Trail tunnel – complete trail tunnel construction west of Montlake Boulevard. . Pedestrian Land Bridge (PLB) structure – begin PLB drilled shafts. . Demolition – demolish the existing Montlake Boulevard overpass and the 24th Avenue East overpass structures.

• November 2021 to June 2022 – Phase 3 o Summary: In Phase 3, Graham continues work on both the Montlake Lid structure and the WABS structure and completes work on the SR 520 Trail and the Pedestrian Land Bridge structure. Select demolition continues and project-wide landscaping begins. . Montlake Lid structure – complete concrete deck pours on the Montlake Boulevard and 24th Avenue East structures, connecting the portions of the lid structure that were built in Phase 1 through Phase 2C. . WABS structure – continue drilled shafts, column construction, pier cap construction, girder erection, bridge deck and barrier construction, and select demolition. . SR 520 Trail - complete trail construction. . Pedestrian Land Bridge (PLB) structure – construct Pier 2 and Pier 3 concrete support walls and all above ground structure work including girder erection early in this phase; complete the PLB late in this phase. . Demolition – remove the temporary onramp to eastbound SR 520. . Landscaping – begin project-wide landscaping.

• June 2022 to February 2023 – Phase 4 o Summary: In Phase 4, Graham completes all major remaining construction elements and shifts the project into final configurations. . Montlake Lid structure – complete remaining miscellaneous roadway work on the Montlake Lid and near Montlake Boulevard. . WABS structure – complete remaining miscellaneous work and shift eastbound SR 520 traffic into final configuration on WABS. Open WABS to traffic. . SR 520 Trail – open the SR 520 Trail to the public with connections to the existing local trail system. . Landscaping – complete project-wide landscaping. . Local Road improvements – complete local road improvements to Lake Washington Boulevard, 24th Avenue East, and other roadway arterials. . HOV/Direct Access Ramp – complete HOV/direct access ramp including the HOV and 24th Avenue East intersection on the Montlake Lid. Open the HOV/direct access ramp to traffic. . Traffic Shifts – shift Lake Washington Boulevard, SR 520, Montlake Boulevard, 24th Avenue East, and other major and minor arterials into final configurations.

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Locations of activities and access points:

Construction activities will occur at several locations and via various access points in the Montlake area and Lake Washington:

• Barges on the lake. Crews will use barges to transport some materials to and from the construction site during the construction of the WABS structure. • Construction access to the lake. Crews may access the work zone on the lake from the existing WABS structure, the existing eastbound SR 520 on ramp through the arboretum, and by boat from the WSDOT-owned right of way land known as the “WSDOT Peninsula”. • Work trestles (temporary work bridges) on the lake. Graham will use a temporary work bridge adjacent to the existing West Approach Bridge South (WABS) structure to construct the new WABS structure and demolish the old WABS structure. The temporary work bridge will be on both the north and south sides of the new structure. The figure below shows the gantry crane concept.

Figure 5 – the gantry crane concept shown here is 55-feet tall and 97-feet wide and is supported by a temporary work bridge on both the north and south sides of the new West Approach Bridge South

• Crew access to SR 520. Crews may access the SR 520 roadway for construction from Foster Island, the WSDOT Peninsula, and construction on- and off-ramps via lane closures or following traffic shifts to create work zones.

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• Access from arterial streets. Local arterial streets, identified on the Haul Routes graphic in Section 3.5, will be used for access to construction sites. These arterials will be both used to move project personnel to and from the project site and used to haul equipment and materials from the staging yards to the project site. • Staging areas. Several project staging areas are located within WSDOT-owned rights of way adjacent to the Project limits. The exact use of each of these areas will be best defined as major construction commences. The staging areas include: o The former Museum of History and Industry (MOHAI) area adjacent to East Montlake Park o The Montlake Interchange including a portion of the Montlake Market site, and the areas adjacent to the eastbound onramp from Montlake Boulevard to SR 520 o Two areas on the WSDOT Peninsula o An area in Eastlake under Interstate 5 near Fuhrman Avenue East – primarily will be used to park personal vehicles and transport personnel to and from the project site

Agency Coordination:

As part of the planning and construction process for the Montlake Project, WSDOT has been coordinating with and obtained numerous permits and approvals from several agencies, tribes and jurisdictions, including:

• Advisory Council on Historic Preservation • Federal Highway Administration (FHWA) • National Park Service • National Oceanic and Atmospheric Administration – National Marine Fisheries Service • U.S. Army Corps of Engineers • U.S. Coast Guard • U.S. Environmental Protection Agency • U.S. Fish and Wildlife Service • Puget Sound Clean Air Agency • Washington State Department of Archaeology and Historic Preservation (DAHP) • Washington State Department of Ecology • Washington State Department of Fish and Wildlife • Washington State Department of Natural Resources • Washington State Recreation and Conservation Office • King County • City of Seattle o Seattle Public Utilities (SPU) o Seattle City Light (SCL) o Seattle Department of Construction and Inspections (SDCI) • Tribal nations

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During construction, Graham and WSDOT will comply with permit requirements and continue to coordinate with the permitting agencies, tribes and jurisdictions, as needed, throughout the Montlake Project.

2.0 PROJECT GOALS AND OBJECTIVES WSDOT established the following Project goals for the SR 520 Montlake Project. Graham has adopted the Project goals and will ensure they are communicated and understood by the Project team and communicated to the community.

The Project goals established for the Montlake Project are:

• Project Management: Collaboration – Through effective project management, provide a successful Design-Build Project by collaborating with WSDOT to efficiently resolve issues at the Project level. • Project Management: Quality – Through effective project management, implement a strong quality management program to ensure design and construction work meets or exceeds contract requirements. • Design – Create excellent design through collaboration with stakeholders in meeting the vision and intent for the Montlake Project development. • Minimize Impacts: Community/Mobility – Maintain freeway, local street, and transit operations; bicycle and pedestrian access; and safety performance through the various stages of construction; and engage community and successfully communicate project vision, progress, timeline, and challenges to the local community, motorists, and other users. • Environmental Compliance – Meet or exceed environmental requirements with no permit violations.

3.0 CONSTRUCTION IMPACTS What to expect during construction?

The Montlake Project CCMP is organized by potential construction effects. Construction effects covered in this section include:

• Noise • Vibration • Air Quality and Fugitive Dust • Visual Quality: Aesthetics, Glare, Lighting • Traffic and Transportation • Utilities and Services • Vegetation Management and Erosion Control • Over-Water and In-Water Work • Staging in WSDOT Right of Way Page 11

Each construction effects section includes the following three subsections to provide additional details on the effect related to the Montlake Project work outlined above:

• What to expect – characterizes the location, potential construction activities, duration and intensity of activity for each construction effect • Regulations and commitments – provides information about construction-related commitments, including resources that Graham will use to determine mitigation measures. • Measures and practices – describes the potential mitigation measures that may be implemented to mitigated for the stated construction effect.

3.1 NOISE What to expect

Many construction activities will occur throughout the duration of the Montlake Project construction. Each activity uses different types of equipment and results in different levels and kinds of noise.

Construction is expected to occur day and night at several locations at any given time. These locations could include:

• Along the shoreline of Lake Washington • Work bridges and barges in Lake Washington • Work platforms in the Foster Island area • Montlake Market parcel • Staging areas at the former MOHAI property near East Montlake Park, and two areas south of SR 520 and east of East Lake Washington Boulevard on WSDOT-owned right of way land at the WSDOT peninsula • The existing westbound Lake Washington Boulevard off-ramp • SR 520 mainline, Montlake Interchange on- and off-ramps, Montlake Boulevard, 24th Avenue East, East Lake Washington Boulevard, various nearby local arterial streets, and areas adjacent to the roadways.

During the preliminary permitting and planning of the Montlake Project, it was identified that some critical elements of work are practical to be performed only at night, such as closures of any SR 520 lanes. Therefore, work will occur during the day as well as at night on weekdays, and on weekends and holidays as necessary.

Below are major construction activities that support Graham’s strategy to complete loud activities during the day with quieter activities at night when possible. As discussed above, activities that require closure of any SR 520 lanes would have to occur at night to comply with the contract requirements. Graham will also take advantage of long weekend closures to minimize the durations of loud demolition activities to nearby historic properties, residents, and travelers and to accelerate the schedule of these construction activities.

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Major Daytime Work activities (daytime hours are 7 a.m. to 10 p.m.):

• Sawcutting • Vactor Truck Work – cleaning drainage structures and potholing utilities • Pile Driving – daytime hours are limited to 8 a.m. to 5 p.m. only • Drilling Shafts for support structures • Miscellaneous Demolition • Grading • Material Deliveries – i.e. sand and gravel

Major Nighttime Work activities (nighttime hours are 10 p.m. to 7 a.m. during weekdays and 10pm to 9am during weekends and legal holidays):

• Girder Erection • Paving • Major Traffic Shifts including striping the roadway • Setting temporary barrier • Material Deliveries – i.e. asphalt/concrete

Major Weekend Closures (spanning both daytime and nighttime hours):

• Montlake Boulevard overpass structure demolition • 24th Avenue East overpass structure demolition • Montlake and Lake Washington Boulevard intersection closure – roadway grading to raise the intersection, material deliveries, select demolition and hauling, paving, and striping

Each of the activities above requires different equipment to complete the work. Examples of major construction work activities and associated equipment noise levels (measured at 50-feet; if available) are noted below:

• Pile Driving – typical equipment used in pile driving includes, but is not limited to vibratory hammer and diesel impact hammer • Demolition – typical equipment used in demolition includes but is not limited to compressors (81dBA), crawler cranes (83 dBA), delivery/haul trucks (88 dBA), dump trucks (88 dBA), excavators (96 dBA), hydraulic cranes (88 dBA), and loaders (85 dBA). • Paving – typical equipment used in paving operations include, but is not limited to: asphalt rollers (80 dBA), concrete pumps (82 dBA), concrete trucks (88 dBA), delivery trucks (88 dBA), dump trucks (88 dBA), street sweepers (80 dBA), and vibratory rollers (80 dBA).

Construction equipment listed above is not expected to be used all together at the same time, or on all nights. Please reference the MPPCNV (Appendix B) for additional details on closure hours, nighttime construction equipment noise levels, monitoring and reporting requirements, and contractor mitigation measures.

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Regulations and commitments

WSDOT requires that Graham comply with local, state and federal environmental regulations on noise from traffic and construction.

The Seattle Municipal Code chapter 25.08.425 addresses sounds created by construction and maintenance equipment. City of Seattle noise-level limits allow different levels for various types of equipment. For this project, the construction noise analysis used the FHWA’s manual on construction noise method to determine future construction noise levels.

For the daytime work, City of Seattle noise ordinances limit allowable noise levels and vary based on zoning and time of day. Noise limits are based upon the average noise levels as measured over a one-hour period in decibels (dBA). The Montlake Neighborhood is classified as residential and has a noise level limit of 55 decibels during the day and 45 decibels during the night. During daytime hours, these limits do not apply to construction noise. Construction noise has a daytime limit of 80 decibels. All daytime work will be completed within these limits. A nighttime construction noise variance is required on this project since noise will exceed the 45- decibel limit at night.

For the SR 520 Montlake Project, WSDOT obtained a Major Public Project Construction Noise Variance (MPPCNV) from the Seattle Department of Construction and Inspections (SDCI), which establishes nighttime noise level limits and requirements that must be met during construction. The MPPCNV governs nighttime noise levels for the Project when major construction activities start in summer 2019. The variance allows work to exceed the limits established by the City of Seattle noise ordinance under specific circumstances and requires notifications to residents who live adjacent to the work. In accordance with the MPPCNV, the work will be performed using best management practices and sequenced in a way to minimize the duration and noise levels experienced by residents as much as possible.

As part of the requirements for the permit, a Noise Management and Mitigation Plan (NMMP) is being developed in coordination with SDCI and will be adhered to upon completion. The NMMP identifies the expected noise levels at specific locations, risk of exceeding allowable levels and measures for crews to implement if levels are anticipated to exceed allowable levels. A detailed mathematical model, based on the types of equipment and activities, is used to determine the expected levels of noise at nearby receivers.

Measures and practices

Graham’s strategy is to complete loud activities during the day with quieter activities at night when possible. Certain activities that would cause loud noises, such as impact pile driving, and certain types of demolition, will be limited to daytime hours.

Electronic noise meters installed within the Project limits will monitor noise levels 24 hours per day and detect any exceedance that occurs. Weekly and annual noise monitoring reports will be provided to the Seattle Department of Construction and Inspections. These reports will be made available to the public. WSDOT will provide an independent noise monitor staff person to be on

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site during all nighttime work, and report and violations or neighborhood complaints to the Seattle Department of Construction and Inspections. Residents can also report noise complaints to a 24-hour hotline.

WSDOT is implementing a Noise Mitigation Pilot Program to offer products, such as noise- cancelling headphones, white noise machines, and ear plugs to nearby residents. Homeowners can also receive reimbursement for modifications to their homes that meet the Pilot Program’s intent. WSDOT and the Department of Archaeology and Historic Preservation shall consult to ensure historic properties are not adversely effected by these proposals per the Section 106 PA. Contact [email protected] or 206-770-3628 for more information.

Best Management Practices utilized on this Project include, but are not limited to:

• Prohibiting the banging of truck tailgates and use sand-, rubber-, or plastic- lined beds for all haul trucks. • Prohibiting the use of compression brakes. • Using noise-mitigation shields, noise blankets, or other means to reduce the effects of stationary noise-generating equipment, such as light plants, generators, and compressors. • Using noise reducing fencing for frontline neighbors. • Using compressors with a measured noise levels of 71 dBA at 50 feet or less for areas where modeling showed mitigation for compressors was needed to reduce noise levels below the noise limit. • Using radios for all long-range communication on site. • Removing material or debris spills on the pavement by hand sweeping if reasonable. Scraping type equipment or activity will be prohibited to clean pavement surfaces during nighttime hours. • Paving construction access roads and haul routes near residences where possible to reduce dust and noise. • Limiting engine idling when vehicle or equipment is not directly engaged in work activity, such as on-site pickup trucks and queued export haul trucks. • Limiting the use of equipment using horns, alarms or sirens anywhere on site. No pure tone backup-warning devices will be used during nighttime activities. Use of a broadband alarm or backup observer will help reduce noise from backing up. • Limiting night-time work operations; when working at night, limiting operations to less noisy construction such as material delivery, concrete placement, and/or reinforcing steel placement. Limiting loud “impact” operations such as pile-driving and demolition to daytime hours noted above.

The MPPCNV requires Graham to perform noise mitigation measures to minimize construction noise, except in the case of emergency, whenever work between 10 p.m. and 7 a.m. Monday through Friday, or between 10 p.m. and 9 a.m. Saturday through Sunday and legal holidays occurs. If Best Management Practices identified above are unsuccessful, additional mitigation

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measures may need to be put in place. The MPPCNV (Appendix B) identifies additional mitigation measures that the contractor could implement.

In addition to implementing the Best Management Practices noted above, Graham is using innovative construction techniques to reduce the need to perform certain construction operations at the project site. Examples include:

• Graham will build some precast concrete elements at existing industrial sites and haul them to the project site. This eliminates the noise associated with building these elements onsite. • Graham will construct a temporary work bridge with fewer driven piles than the temporary work bridge that was used to construct WABN. This directly correlates to less pile driving noise on the Project. • Graham will use innovative techniques when completing bridge demolition. The existing WABS structure and Arboretum onramp will be demolished using a sawcut and pick method. Graham will sawcut large portions of the bridge structure, load them on to trucks, and haul them from the jobsite for offsite processing and recycling. Using this method for demolition eliminates noise associated with traditional demolition methods and onsite processing of materials.

3.2 VIBRATION What to expect

Various construction activities will cause vibration that may be felt and/or heard in the project vicinity. While low vibration levels may be imperceptible or only slightly noticeable, higher levels could be more noticeable to the point of being annoying or unpleasant. The highest levels of vibration could possibly result in damage to properties. However, the vibration-causing activities conducted during the construction of the SR 520 Montlake Project will be limited to levels below criteria expected to damage structures. These levels were established in the 2013 Construction Noise and Vibration Plan required by the Section 106 PA.

Vibration-producing equipment and activities may include: vibratory and impact hammers used for pile installation, drills and vibratory hammers used for shaft installation, hoe-rams and munchers used for structure removal, excavators used for digging and trenching, vibratory rollers used for paving roads, and concrete and flatbed trucks traveling within the corridor.

The only pile driving activities expected on the Project are for construction of the temporary work bridges north and south of the existing WABS structure. Permanent structure work will be completed by drilling shafts for foundations, rather than pile driving which is a benefit to the project as it reduces significant vibration-generating construction activities.

Shaft installations, structure removals, and hauling to and from the jobsite can all be expected along SR 520 throughout the entire project duration. Large excavations, embankments, and paving will also occur project-wide and throughout the entire project duration.

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Regulations and commitments

Graham is committed to minimizing vibrations to the maximum extent practicable and to limiting vibrations during nighttime operations as practical. A Vibration Monitoring Plan is being developed (Appendix D) to detail how vibration will be monitored and the thresholds that will trigger corrective actions. Should vibration exceed the defined limits, corrective actions or alternate construction methods will be adopted to ensure that vibration levels do not exceed limits where damage is expected to occur. These levels were established in the 2013 Construction Noise and Vibration Plan required by the Section 106 PA.

Measures and practices

Equipment and construction methods will be chosen to minimize the vibrations that will be experienced by residents and nearby structures. If equipment still creates unacceptable vibrations, then smaller equipment will be utilized to reduce the vibrations.

Graham will install vibration monitoring equipment throughout the Montlake and Madison Park areas that will notify Graham if vibration levels rise to the point that they may damage structures. If any measurement reaches or exceed the threshold value, Graham will take immediate steps to reduce the cause of the vibrations and notify WSDOT. A corrective action plan will be put in place and reports will be generated and provided to WSDOT to demonstrate the vibrations have been limited or reduced.

The specific monitoring locations are currently being identified by WSDOT and Graham, however, Graham anticipates installing these monitors towards the end of June 2019. The vibration monitors will provide Graham and WSDOT with necessary data to gauge vibration levels. Vibration monitors are used to track vibrations at buildings, bridges, walls, etc. near the corridor.

The only pile driving activities expected on the Project are for the construction of the temporary work bridges north and south of the existing WABS structure. To mitigate this activity as much as possible, Graham will construct a temporary work bridge with fewer driven piles than the temporary work bridge that was used to construct WABN. This directly correlates to less vibration generating activities as a result of pile driving.

In addition to pile driving, Graham will use innovative techniques when completing bridge demolition. The existing WABS structure and Arboretum onramp will be demolished using a sawcut and pick method. Essentially, Graham will sawcut large portions of the bridge structure, load them on to trucks, and haul them from the jobsite for offsite processing and recycling. Using this method for demolition eliminates vibration-generating activities associated with traditional demolition methods and onsite processing of materials.

Home inspections / damage during construction

Home inspections have been offered to frontline homeowners to monitor damage potentially caused by vibration. If you’re interested in an inspection prior to the beginning of major

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construction, contact the SR 520 program at 206-770-3554 or [email protected] as soon as possible.

If a property owner identifies damage during construction, the property owner should notify the project team by emailing [email protected] or using the 24-hour construction hotline (206-775-8885). WSDOT will respond within 72 hours and consult with property owners to assess the cause of the damage in order to identify and provide for any necessary repairs that result from project construction activities. If WSDOT determines that project construction activities are resulting in structural or architectural damage to properties, WSDOT will direct work to stop on that construction activity until appropriate safeguards are put in place. If an emergency occurs as a result of construction activities that threaten safety or cause significant structural damage, construction will halt as rapidly as possible and take necessary measures to stabilize structures and protect public safety.

3.3 AIR QUALITY AND DUST What to expect

All construction activities, especially those involving movement of soil, may result in emissions of air pollutants such as fugitive dust, engine exhaust from trucks or other construction equipment, and volatile organic compounds from asphalt paving. Fugitive dust is particulate matter that is suspended in the air by wind or human activities. Projects that require moving soil and other materials have the potential to create fugitive dust are required to employ best management practices to control dust at project sites. Activities that are particularly problematic are truck traffic on bare earth, especially those involving movement of soil, and demolition activities. Frequent truck traffic and material hauling over large distances can also adversely affect air quality.

Excavations, embankments, material hauling, and demolition will occur throughout the entire corridor and throughout the duration of the project. These work activities will be primarily land- based activities in the MOHAI, Old Canal Reserve, and Montlake Boulevard areas.

Demolition activities that may generate concrete dust for major structure removals will occur at Montlake Boulevard, 24th Avenue East, and WABS. Land-based demolitions are likely to generate more fugitive dust than WABS sawcutting demolition activities.

Regulations and commitments

Graham will adhere to WSDOT, federal, local, and statewide regulatory requirements and/or other regulations. As part of the Environmental Compliance Plan, Graham is developing a Fugitive Dust Prevention and Control Plan that provides additional details on activities to mitigate air quality impacts during construction.

The project will abide by the regulations of the Puget Sound Clean Air Agency. Graham will make every reasonable effort to minimize fugitive dust from construction activities, in particular, those due to hauling materials to and from the jobsite.

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The Puget Sound Clean Air Agency is the primary agency overseeing air quality and fugitive dust issues in the Seattle area. More information about their operations and enforcement authority can be found at the Puget Sound Clean Air Agency website.

Measures and practices

To reduce potential fugitive dust concerns related to various construction activities (i.e. hauling and demolition activities), water is applied to the dirt surface to help minimize the potential for dust. Haul and access roads around the site will also be watered during the summer months to help reduce dust. In some cases, Graham will pave construction access roads and haul routes near residences where possible to reduce dust and noise in accordance with Section 106 PA commitments.

To reduce potential fugitive dust and air quality concerns related to hauling activities, Graham will monitor construction equipment to ensure it meets current emission standards. Trucks hauling earth or demolished materials may be covered to reduce the generation of dust during transit.

The phasing of the project will avoid disturbing stabilized sections of the project until necessary, and areas that have been disturbed but will not be worked on for extended periods of time will be stabilized by seeding or other best management practices.

Equipment idling will be minimized to reduce unnecessary exhaust emissions.

Graham will use innovative techniques when completing bridge demolition. The existing WABS structure and Arboretum onramp will be demolished using a sawcut and pick method. Graham will sawcut large portions of the bridge structure, load them on to trucks, and haul them from the jobsite for offsite processing and recycling. Using this method for demolition will reduce the fugitive dust generating activities associated with traditional demolition methods and onsite processing of materials.

3.4 VISUAL QUALITY: AESTHETICS, GLARE AND LIGHTING What to expect

During construction operations, Seattle residents near the shoreline of Lake Washington will see, barges and work on trestles. Residents will also see work in and near construction staging areas near the former MOHAI property, the WSDOT Peninsula and the Montlake Interchange. Active construction will occur in these areas for the duration of the construction period, which is expected to begin in 2019 and last 4-5 years.

During nighttime hours, residents and the traveling public can anticipate traffic closures on mainline SR 520, and associated on- and off-ramps. Construction equipment, including lights for the safety of the workers and the public, will be used. During the winter months (November through March), there will be increased work zone lighting at the beginning and end of the workday due to decreased daylight hours.

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Residents and the traveling public can anticipate seeing construction equipment, work trucks, and construction personnel on site during both daytime and nighttime hours. The various Figures in Section 1.4 reference project elements and areas in final configuration for this Project.

Regulations and commitments

The project will adhere to all WSDOT, federal, local, and statewide regulatory requirements and/or as required by the contract documents. This includes WSDOT Standard Specifications.

To assist with visual quality, additional information related to tree protection and screening vegetation can be found in Section 3.7 of this document.

Measures and practices

Graham will limit the use of construction lighting as much as possible and keep lighting shielded, directed downward, and pointed away from residences and other sensitive areas to the maximum extent practicable without creating a hazard for the workers. If residents feel the lights are directed towards the home of a resident or driver, the resident or driver should notify the project team by emailing [email protected] or using or using the 24-hour construction hotline (206-775-8885)

3.5 TRAFFIC AND TRANSPORTATION What to expect

Construction activities will result in a variety of traffic and transportation impacts to the traveling public. The construction will result in several long duration shifts to the traffic patterns, on- and off-ramp revisions, temporary closures, and temporary lane restrictions. Lane closures and restrictions will be generally limited to low traffic times such as nights or weekends. In addition, these activities will result in changes to pedestrian and bicycle facilities, as well as removal and relocation of transit stops.

Closures will be scheduled to avoid major regional events. Graham will coordinate our Work activities with other local events in the area in order to minimize impacts to major events. Events include, but are not limited to:

• Annual Seafair Hydroplane Race Weekend • SR 520 Floating Bridge Closures • Special Events (i.e. Seahawks games, Huskies games, Seafair Torchlight Parade, Opening Day of boating season (Yacht Club coordination), Northwest Folklife Festival, University District Street Fair, Beat the Bridge, Seafair Rock ‘n Roll Marathon, Graduation Ceremonies, Bite of Seattle, Bellevue Arts Museum Artsfair, STP Bike Ride, Seafair Triathlon, Blue Angels air show, Obliteride, Bumbershoot, Athleta Iron Girl, Seattle Escape the Rock Triathlon, TREK Women’s Triathlon, Montlake Garage Sale, St. Demetrios Greek Festival, and Seattle Marathon).

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Types of closures range from full closures of mainline SR 520 and local streets, to single- direction and/or multi-lane closures of SR 520. Sidewalk and trail closures will range from intermittent closures, short-term detours, and long-term closures.

Construction workers, equipment, and trucking will also be present on and adjacent to the roadways. Marine traffic will be in the form of barges and crew boats that will be staged and moved around the construction zone in the water.

Regulations and commitments

Graham will adhere to WSDOT, federal, local, and statewide regulatory requirements and/or other regulations. A Street Use permit for the Project was obtained for work in the city streets from the City of Seattle. Graham will comply with the Programmatic Agreement haul routes identified in the Section 106 PA. Additional Section 106 coordination will be required if haul routes outside of those previously identified or restricted by the Section 106 PA coordination process are utilized. If WSDOT determines that haul routes in Seattle not outlined in the SR 520, I-5 to Medina: Bridge Replacement and HOV project Final Environmental Impact Statement might be used, WSDOT will follow the process described in the Section 106 PA.

SDOT developed a Neighborhood Traffic Management Plan in coordination with WSDOT that identifies traffic management measures during construction to keep traffic flowing, limit detour routes through residential areas, and ensure access for residents. The plan defines measures to proactively reduce project construction effects and develop long term traffic management strategies that work in conjunction with the Project’s preferred alternative and existing City of Seattle traffic management practices.

Measures and practices

As noted above, lane closures will be generally limited to low traffic times such as nights or weekends in order to minimize traffic impacts. Graham will coordinate with WSDOT to notify the public of planned closures. Closures will be posted on the SR 520 Construction Corner website and in project email updates. Planned traffic shifts and/or closures will be announced using the WSDOT intelligent traffic system and using Portable Changeable Message Signs. This will help prevent confusion from changing traffic conditions. Access and egress for construction traffic will be planned and routed to minimize it going through residential neighborhoods. Graham will construct a new temporary eastbound onramp to help relieve congestion at Montlake prior to closing the existing eastbound onramp at the Arboretum.

Major roadways such as I-5, SR 520 and I-90 in Seattle will be used for major material haul routes. Other major city arterials designated as truck routes will also be used to access these major roadways, as well Lake Washington Boulevard, the westbound Lake Washington Boulevard off-ramp, 24th Avenue East, and the SR 520 on- and off-ramps to access construction staging areas at the former MOHAI property and in the WSDOT Peninsula.

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Graham intends to use all primary and secondary routes identified in the figure below. Many of the secondary routes such as Fuhrman, Boyer, and 19th Ave East will be primarily used to transport crews to and from the project site.

For in-water transportation, at least one navigation channel will be open at all times.

Haul routes and staging areas for the SR 520 Montlake Project are as follows:

Figure 6

In the event of damage to the roadway resulting from heavy trucks, hauling, or access, Graham will:

• Repair any project-generated potholes as needed • Repair any project-generated damage to guardrails, barriers, attenuators, and traffic system signs as needed • Provide adequate stormwater management during the project • Restore property and landscaping that is damaged in the course of construction to a condition similar or equal to existing before the damage occurred by repairing, replacing, rebuilding, or replanting

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In addition to planning and communicating lane closures and establishing haul routes on the Project, Graham will implement the following mitigation measures:

• Plan and perform the work in such a way as to prevent tracking of dirt and gravel onto local streets in accordance with the WSDOT’s temporary erosion and sediment control (TESC) requirements • Construct the major Seattle Public Utilities 54-inch waterline underneath SR 520, using jack and bored construction methods, to avoid full closures of SR 520 • Access the worksite, including the staging yards, according to the terms of street use permit with the city of Seattle where applicable • Coordinate local street closures and detours with the City of Seattle through the Street Use Permit • Coordinate closures and detours in advance with WSDOT, SDOT, and local transit providers • Provide signing for detours and closures according to approved traffic control plans. • Ensure all detours, including all signing, is in place prior to the closure of any road or sidewalk • Ensure proper coordination with local jurisdictions and SDOT is done regarding bicycle and pedestrian access

During construction, Graham will ensure Local, Public, and Emergency Access is maintained to homes and businesses through the following mitigation measures:

• Minimize interruptions to access to all public facilities affected by the project unless such access is determined to be a public/construction safety risk • Allow access to the site for spill response and make personnel and equipment available to respond to emergencies • Cooperate with law enforcement and other emergency response agencies responding to accidents, fires, spills or other emergencies in any area affected by the project • Work with emergency service providers to address their concerns about emergency access to and through the project corridor. • Graham shall ensure access to all historic properties is maintained. Except for emergency situations, 24 hours advance notice shall be provided to affected property owners before any unavoidable interruptions of access. Affected property owners will be consulted to address their needs, which may include the development of an alternate access strategy for short-term interruptions of access and longer-term detours.

3.6 UTILITIES AND SERVICES What to expect

The Montlake Project includes proposed relocations of utilities such as power, water, fiber optic and cable television lines, as well as interruption of some of those services. Impacts on utilities and services will be identified through coordination with Seattle Public Utilities, Seattle City Light, Seattle Information Technology, Puget Sound Energy, Comcast and CenturyLink.

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Existing utilities located within Montlake Boulevard, on the Montlake Boulevard overpass, along SR 520, and on 24th Avenue East will be relocated. Graham will develop a work plan for utility installation in conjunction with utility owners to minimize the impacts. Potentially affected residents will be notified of necessary work that may result in service interruptions or utility outages.

Regulations and commitments

Graham will adhere to WSDOT, federal, local, and statewide regulatory requirements and/or other regulations as required by Contract.

Graham will coordinate with utility owners prior to any service interruption. Seattle Public Utilities will communicate any potential water shutdowns with affected customers. Seattle City Light will communicate any planned electrical outages with affected customers to help facilitate the overhead and underground electrical relocations.

Measures and practices

Coordination with Utility owners regarding utility relocations and/or effects to service will occur. Utility relocations will be planned and incorporated into the overall project phasing to minimize impacts to the community. Any service interruptions will be announced ahead of time and minimized to the shortest practicable amount of time. Advanced notification to affected property owners will be provided if such disruptions are required. Timely response and protocols, in accordance with the Project Crisis Communication Plan and Traffic Incident Management Plan will be followed in the event of accidental disruptions.

3.7 VEGETATION MANAGEMENT AND EROSION CONTROL What to expect

In various construction areas, vegetation will be removed from the project area to construct the temporary work bridges and the new SR 520 West Approach Bridge South (WABS) bridge structure, the Montlake lid and land bridge structures between the new Montlake Boulevard overpass, and the new 24th Avenue East Bridge.

Regulations and commitments

Graham will adhere to all WSDOT, federal, local, and statewide regulatory requirements and/or other regulations as required by the Contract.

WSDOT has developed a Tree and Vegetation Management and Protection Plan (TVMPP; Appendix C) which preserves and protects existing trees and vegetated areas as noted within applicable environmental permit requirements. Graham will implement this plan during construction. The plan addresses areas within the Montlake Project where specific trees and/or vegetation are to be removed or disturbed as part of the construction or resulting project improvements.

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The TVMPP identifies areas of mature tree removal, protection, potential relocation, and restoration of project areas. It also shows areas temporarily dedicated to construction, including staging and lay down areas. The goal of the plan is to minimize tree and vegetation removal.

Measures and practices

By utilizing the TVMPP throughout the design and execution of the project, the removal of trees and vegetation will be limited as much as practical. Trees and vegetation that are meant to remain will be protected from construction using high visibility fencing that will remain in place while the trees and vegetation are at risk of damage. Graham will provide vegetation protection fencing for all trees and vegetation to remain within the affected Project area in the Tree and Vegetation Management and Protection Plan.

3.8 OVER-WATER AND IN-WATER WORK What to expect

This project involves in- and over-water demolition of the existing west approach bridge and the west approach span of the Evergreen Point Bridge, as well as the construction of the new West Approach Bridge South (WABS). The project will have construction activities in Union Bay and Lake Washington, including movement of materials by barge, construction of temporary work platforms, bridge foundation construction, bridge superstructure construction, and removal of the existing bridge. The project may also transport materials and bridge components through the Lake Washington Ship Canal.

The WABS is being built over the water, largely within the alignment of the existing west approach bridge. Barges and temporary work platforms on steel pilings will be used to support equipment and materials used to demolish the existing bridges and to build the drilled shaft foundations, bridge columns and bridge superstructure.

The general work sequence for the demolition of the existing WABS structure, construction of the new WABS structure, and demolition of the existing Arboretum onramp is as follows:

1. Early select demolition to facilitate construction of the temporary work bridges 2. Construct the temporary work bridges 3. Complete demolition of the existing eastbound approach bridge from the temporary work bridges 4. Build a new the WABS structure 5. Complete demolition of the Arboretum onramp

In general, demolition activities will start at the west and work towards the east. The Arboretum onramp is the last piece of demolition work as it will be a primary access route to the bridges during construction.

Graham anticipates supplying some equipment and materials by barge to a construction staging area located on the work bridge. Access restrictions within the construction work zone will be necessary for safety and security purposes.

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Regulations and commitments

Graham will adhere to WSDOT, federal, local, and statewide permits and approvals, including, but not limited to:

• Sections 401 & 404 of the Clean Water Act • Hydraulic permit approval • Coast Guard permit requirements • Seattle SDCI SR 520 West Approach Shoreline/Master Use permit • Formal Endangered Species Act consultation

Measures and practices

Restrictions will be in place for work during certain fish migration times, and around certain events such as Seafair and opening day of boating season. Graham has already and will continue to closely coordinate with the Seattle Yacht Club.

Best management practices (BMPs) will be developed in accordance with the Water Quality Monitoring and Protection Plan (WQMPP) for in- or over-water work. The BMPs will vary depending on the work location and the type of work being performed and may include:

• Daily inspections of BMPs with repair and maintenance as required. • Using fueling locations and procedures approved by the Washington State Department of Ecology. • Having spill response kits and containment booms on board barges and vessels. • Providing containment and/or covering for fuels, concrete, concrete process water, stormwater runoff, construction materials and debris. • Sweeping barges and work platforms. • Anchoring portable restrooms. • Using containment methods beneath structures being constructed or demolished and beneath work platforms. • Avoiding barge grounding within the project area. • Spraying down dust and grinding residue. • Installing turbidity curtains when required. • Providing linings for barges used to hold concrete and/or slurry water waste bins. • Placing absorbent materials under stationary vehicles and equipment on barges or temporary work platforms. • Protecting fresh concrete from adverse weather. • Installing and using emergency cut-off valves on concrete pumps and pipelines. • Operating equipment to minimize suspension of near shore sediments. • Installing valves on slurry lines and closing when the lines are not in use.

In addition to the BMPs above, Graham will establish a Marine Transportation Plan in accordance with the Contract. In-water work including construction barges, work bridges, barge moorage, barge towing, and boat navigation will be included in the Marine Transportation Plan. Page 26

Graham will utilize temporary work bridges on both the north and south side of WABS. Graham commits to constructing the temporary work bridges on fewer piles than the temporary work bridge that was used to construct WABN which is a benefit to the project. An additional benefit is the use of a gantry crane system shown in Section 1.4, Figure 5, to facilitate effective construction and demolition activities. A triple containment system will be used on the temporary work bridges to reduce risk of overwater spills and contain water from the construction work zones and pump it off the bridge.

In addition to implementing these BMPs, Graham is using innovative construction techniques to reduce the need to perform certain construction operations at the project site. Examples include:

• Graham will build some precast concrete elements at existing industrial sites and haul them to the project site. This eliminates the risk of building these elements onsite over the water. • Graham will construct a temporary work bridge with fewer driven piles than the temporary work bridge that was used to construct WABN. This directly correlates to less pile driving on the Project. • Graham will use innovative techniques when completing bridge demolition. The existing WABS structure and Arboretum onramp will be demolished using a sawcut and pick method. Essentially, Graham will sawcut large portions of the bridge structure, load them on to trucks, and haul them from the jobsite for offsite processing and recycling. Using this method for demolition eliminates risks associated with traditional demolition methods and onsite processing of materials over water.

3.9 STAGING IN WSDOT RIGHT OF WAY What to expect

Equipment and materials will be staged both on land and on barges near the construction areas. Staging areas will vary in size and function and will be available for use 24 hours per day, 7 days per week.

Equipment and materials will be stored at identified construction staging locations, which may include the former MOHAI area northeast of 24th Avenue East and SR 520, two areas south of SR 520 and east of East Lake Washington Boulevard on WSDOT-owned right of way known as the WSDOT Peninsula, and the Montlake Market parcel at Roanoke Plaza. The staging yard at the WSDOT Peninsula is away from nearby residences and separated by a berm and trees from the adjacent roadways.

In addition, an area in Eastlake under Interstate 5 near Fuhrman Avenue East will be used by Graham primarily as a parking lot for personal vehicles. Graham anticipates using this property as a drop off and pick up location for transporting project personnel to and from the project site.

Refer to Section 3.5, Figure 6 for a graphic of the project staging areas.

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Regulations and commitments

Graham will adhere to WSDOT, federal, local, and statewide regulatory requirements and/or other regulations as required by the Contract.

Measures and practices

Graham will limit the frequency of access to and from the staging areas as to minimize visual and noise disruptions to travelers and nearby residences.

BMPs utilized on the Project may include but are not limited to:

• Locating construction sheds, barricades, and material storage away from private properties, and avoid obscuring views of and from private properties. • Coordinating with nearby residents and adjacent neighborhoods on temporary construction screens/barriers. • Installing temporary construction screens/barriers, such as plantings or fencing around construction areas or adjacent to neighborhoods so that visual impacts of construction activities on private properties are minimized. The location and type of screens/barriers will be determined in consultation with adjacent property owners.

Note: Pre-project consultation with nearby residents on screening resulted in the installation of project fencing at the WSDOT Peninsula as well as the installation of noise reducing fencing at the Shelby-Hamlin neighborhood. Both BMPs have either already been implemented or will be implemented by Graham soon.

4.0 HOW TO STAY INFORMED

The following communication mechanisms are currently available to the public and further detailed below:

. Project Website / SR 520 Construction Corner . Project Hotline . Drop-in Information Center . Correspondence . Public Meetings and Briefings . Social Media . Community Relations Program . Online Communications . Community Events . Collateral Materials . WSDOT Coordinated Tribal Outreach . Community Event Construction Coordination . Construction Site Tours

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4.1 PROJECT WEBSITE / SR 520 CONSTRUCTION CORNER Graham will develop and submit content to WSDOT for the project website (also known as the Construction Corner) on a weekly basis. The project website will include project updates and information on design, construction activities, and construction impacts. Construction information will include content on lane closures, detour routes, road, trail and waterway conditions, and other construction-related activities relevant to the public. The Construction Corner Website is intended to be a dynamic resource for the community to receive the latest Project information and can be found at SR520Construction.com. Information from this plan will also be included on the Construction Corner for easy access.

4.2 HOTLINE

Construction hotline Graham’s communications team will manage and staff a 24-hour live telephone construction hotline for the duration of the project. The hotline shall be active no less than 30 calendar days prior to construction work or potential field work and will continue to be active through physical completion. All staff members responding to inquiries will be trained, friendly, responsive and informed about project construction and traffic impacts. The hotline number is 206-775-8885.

Project phone line WSDOT has established a phone line that is staffed from 8 a.m. to 5 p.m., Monday through Friday, for general project inquiries regarding the SR 520 Bridge Replacement and HOV Program. The project information number is 206-770-3554. Please direct construction-specific inquiries to the hotline listed in the previous section.

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4.3 DROP-IN INFORMATION CENTER Graham will provide a drop-in information center that the public can visit to learn about the project, ask questions and discuss concerns. The address is 2209 E Lake Washington Boulevard, Seattle, Washington. Graham will maintain and report a log of visitors to WSDOT.

Hours Graham will have two communications staff working in the information center during the hours of operation.

The information center will be open at the following times: • Four separate weekdays: o Two of the days shall be during Monday through Friday from 8 a.m. to 12 p.m. o Two of the days shall be during Monday through Friday from 12 p.m. to 6 p.m. • One Saturday per month from 9 a.m. to 12 p.m.

The hours will be publicly posted on the SR 520 website and near the entrance to the center.

In addition, Graham will host events at the center for neighbors to talk with the project team, learn about the design and provide input.

Graham anticipates the Drop-In Information Center will be in summer 2019.

4.4 CORRESPONDENCE Graham will respond to phone calls that are received from sources other than the 24-hour construction telephone hotline within one calendar day, and to emails and letters, including comments forwarded from WSDOT, within five calendar days of the receipt of comments.

4.5 PUBLIC MEETINGS AND BRIEFINGS Graham will coordinate with WSDOT to schedule and host design and construction open houses. These open houses will inform the public of the project’s status, share design and construction updates and answer questions related to the project. Graham will coordinate with WSDOT to schedule and host open houses on an annual basis to inform the public of the project’s status, share design and construction updates, and to answer questions related to the project.

4.6 SOCIAL MEDIA Graham will assist WSDOT in maintaining the project’s social media outlets by providing project update content, including photos and videos as well as providing responses to questions asked via social media.

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4.7 COMMUNITY RELATIONS PROGRAM Graham will provide, as directed by WSDOT, the following community relations activities to assist with construction relief for neighbors living near construction activities: • Car washing services. • Exterior pressure washing and house cleaning services and interior and exterior window cleaning services. • Single-night hotel accommodations including pet services for community members.

4.8 ONLINE COMMUNICATIONS Online public update presentations

Graham will conduct online design and construction update public meetings, which will include presentations with a project look-ahead, a discussion of potential impacts, and opportunities for attendees to make comments and ask questions via a live-chat function.

In addition, Graham will take a lead role in coordinating and presenting information at Monthly Public Construction Update meetings to inform the public of the project’s status, design updates, upcoming construction activities, and to answer questions related to the project.

Annual survey

Graham will conduct an annual online survey that will ask the public how we are doing in our outreach and mitigation efforts and will target the key stakeholders on the project.

4.9 COMMUNITY EVENTS Pop-up events

Graham will conduct “pop-up” events at key locations within the project area that target specific audiences (e.g., transit riders, bicyclists, neighborhoods). The “pop-up” events will include information and graphics appropriate to specific audiences and will be held at key milestones.

Fairs and festivals

Graham will assist WSDOT with, and participate in, fairs, festivals, and information tables. These will include staffed booths with information and graphics that have relevance to event attendees.

4.10 WRITTEN MATERIALS Graham, in coordination with WSDOT, will produce and disseminate written materials regarding project status and project construction activities. Information will include schedule, design updates, and construction-related impacts such as traffic, noise, lights, and fugitive dust. Materials shall be made available to the public as requested via mail, email, WSDOT's website, and at individual and group meetings.

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4.11 WSDOT-COORDINATED TRIBAL OUTREACH Graham will support WSDOT by assisting with outreach to affected tribes, including providing construction updates, preparing meeting exhibits and project documents, and participating in meetings and presentations.

4.12 COMMUNITY EVENT CONSTRUCTION COORDINATION Graham and WSDOT will identify community events held near the project location. Graham will develop and maintain a list of community events and will coordinate, communicate, and provide a plan to minimize construction impacts on these events.

4.13 CONSTRUCTION SITE TOURS Graham will support and provide access for tours of the project for media, government entities, WSDOT management, professional associations, external stakeholders, and the public.

Graham has developed a procedure for project personnel entering the work zones. The purpose of this procedure is to define the process for ensuring roving project personnel are accounted for when on site, and made aware of the current and relevant hazards on site specific to their visit.

Visitor orientation will be required prior to executing site access. Visitors will be required to be accompanied with personnel that have completed the General Health, Safety, Environmental, Quality Project Orientation. All visitors will review the safety information boards for each work area that is entered prior to going onsite.

Graham requires the following information be provided for construction site tours: • Notification to Graham through the Project construction hotline 206-775-8885 at least 48 hours prior to the site tour • Scope of the site tour

5.0 MEASURING PERFORMANCE AND PROGRESS An annual review of the Montlake Project CCMP will be performed and updated to reflect changes in the processes. As feedback from the public from the various communication mechanisms is received, it will also be considered for incorporation into the CCMP.

Graham, with WSDOT, will support and attend/present (as necessary) at the quarterly Section 106 Programmatic Agreement concurring party meetings. This will ensure the concurring parties have further input into the CCMP development and implementation, as well as receive routine construction updates from Graham. Questions and concerns of the Section 106 Programmatic Agreements concurring parties will be addressed within 10 Calendar Days.

Graham will develop various performance monitoring processes and tools to assess the progress and measure the success of the overall CCMP efforts. Graham will utilize progress charts and surveys at multiple pop-up events where the public can provide feedback on the construction effects and the effectiveness of Graham’s mitigation efforts.

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Graham will partner with WSDOT for the duration of the Project to provide additional opportunities for concurring party and public input into the CCMP. Graham will coordinate with WSDOT to revise and implement the CCMP, as well as coordinate any changes to the CCMP with WSDOT for review and approval.

6.0 QUESTIONS OR CONCERNS? Graham and WSDOT are committed to being responsive to community concerns as they arise. Construction is complex and Graham and WSDOT both appreciate neighbors’ patience with the disruptions during construction. Throughout construction, on-site inspectors are present to ensure compliance with various project commitments and requirements.

Information on property damage concerns:

If damage is identified or suspected by a property owner during construction, the property owner is requested to notify the project team by calling the 24-hour construction hotline listed below. WSDOT will respond within 72 hours and consult with the property owner to assess the cause of the damage and will identify and provide for any necessary repairs that are a result of the project. If WSDOT determines that hauling activities are resulting in structural or architectural damage, crews will stop use of that route until appropriate safeguards can be put in place. If the property affected is a historic property, WSDOT is required to ensure the repairs will be consistent with the U.S. Secretary of the Interior’s Standards for the Treatment of Historic Properties. Additionally, for affected historic properties, WSDOT will offer DAHP the opportunity to review and comment on the consistency of any repairs with the Standards.

7.0 APPENDICES Supplemental information for the Montlake Project CCMP is available in appendices as outlined below:

• Appendix A – Early Design Discovery Work CCMP • Appendix B – Major Public Project Construction Noise Variance (MPPCNV) – Decision and Application • Appendix C – Tree and Vegetation Management and Protection Plan (TVMPP) • Appendix D – Vibration Monitoring Plan (in development)

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APPENDIX A Early Design Discovery Work CCMP

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Washington State (GRAHAM W Department of Transportation

EARLY DESIGN DISCOVERY WORK

Community Construction

Management Plan

Prepared by:

Graham Contracting, LTD

For:

SR 520 MONTLAKE PROJECT

April 2019

Rev. 01 Washington State (GRAHAM Department of Transportation

TABLE OF CONTENTS

1.0 COMMUNITY CONSTRUCTION MANAGEMENT PLAN OVERVIEW 1 PURPOSE AND BACKGROUND 11.1 1.2 HOW TO USE THE CCMP 1 1.3 PROJECT COMMITMENTS 2 1.4 PROJECT OVERVIEW 2 2.0 PROJECT GOALS AND OBJECTIVES 3 CONSTRUCTION IMPACTS 43.0 3.1 NOISE 7 VIBRATION 83.2 3.3 AIR QUALITY AND DUST...... 8 3.4 VISUAL QUALITY: AESTHETICS, GLARE AND LIGHTING 9 3.5 TRAFFIC AND TRANSPORTATION...... 10 3.6 UTILITIES AND SERVICES 11 3.7 VEGETATION MANAGEMENT AND EROSION CONTROL 11 3.8 OVER-WATER AND IN-WATER WORK 12 3.9 STAGING IN WSDOT RIGHT OF WAY 12 4.0 COMMUNICATION MECHANISMS 12 4.1 PROJECT WEBSITE / SR 520 CONSTRUCTION CORNER 12 4.2 HOTLINE 13 4.3 CORRESPONDENCE 13 4.4 PUBLIC MEETINGS AND BRIEFINGS 13 4.5 SOCIAL MEDIA 13 4.6 COMMUNITY RELATIONS PROGRAM 14 5.0 MEASURING PERFORMANCE AND PROGRESS 14

Page i Washington State (GRAHAM w Department of Transportation

1.0 COMMUNITY CONSTRUCTION MANAGEMENT PLAN OVERVIEW

1.1 PURPOSE AND BACKGROUND Graham has developed an Early Design Discovery Work Community Construction Management Plan (Early Work CCMP) to identify best measures and practices to reduce Project impacts from Early Work to the nearby neighbors and the travelers on the SR 520 Corridor. This document will be part of a larger Montlake Project CCMP.

WSDOT first developed the Community Construction Management Plan (CCMP) as a mitigation commitment for adverse effects from the I-5 to Medina: Bridge Replacement and HOV Project (I-5 to Medina project) to historic properties during the National Historic Preservation Act Section 106 Consultation process. Because Section 106 consulting parties had significant concerns related to construction effects (both indirect and direct) to historic properties, development of the CCMP was included in the earliest iterations of the Section 106 Programmatic Agreement (PA). Construction effects (as defined in 36 CFR 800.5(a)(2)) may include vibration, noise, change of use or physical features of a property’s setting, visual, atmospheric or audible intrusions.

The SR 520 Montlake Project includes the construction of the West Approach Bridge South (WABS), Montlake lid and interchange, and Montlake bicycle/pedestrian "land bridge.” Construction of this phase is expected to begin in 2019 with a duration of 4-5 years.

1.2 HOW TO USE THE CCMP The Montlake Project CCMP will be a living document which may be updated through the course of the Project to incorporate changes to construction activities or approaches to the work. As noted above, this Early Work CCMP has been developed for the Early Design Discovery Work only. In order to plan and prepare for design and construction, Graham will use drilling equipment to collect soil samples and use additional equipment to cut holes in the roadway, remove soils, and locate underground utilities. This Early Work is often referred to as utility locating and subsurface geotechnical investigation work to support Design. All Early Work

Page 1 Washington State (GRAHAM W Department of Transportation will occur on land only. All commitments from this document will be part of the Montlake Project CCMP.

While the Montlake Project CCMP is for construction impacts; questions on other topics such as design, permitting, operations and maintenance, and other non-construction related activities on the SR 520 Montlake Project can be directed to [email protected].

Graham’s commitments include:

Performing construction management, including inspection and monitoring of the construction activities to ensure contract requirements are met. Developing an Early Work CCMP, as well as the full Montlake Project CCMP and ensuring the updating and implementation of the CCMP occurs to reflect construction activities. Ensuring local, state, and federal permits are obtained as necessary for compliance with applicable laws and regulations. Coordinating and communicating with neighborhoods and businesses about possible project impacts. Monitoring performance of the CCMP implementation with the public and the Section 106 PA concurring parties.

Page 2 Washington State (GRAHAM W Department of Transportation

Eastside SR 520. Implementation of this project also includes removal of the existing eastbound Lake Washington Boulevard on-ramp, and construction of an improved Montlake interchange.

The new Montlake interchange, including a lid, will include direct-access for transit and HOV in addition to new bicycle and pedestrian connections to existing regional and local trails and routes. The Montlake lid will be a hub for local and regional transportation connectivity, and will include multifunctional open spaces, urban trails, undercrossings, a regional shared-use path and transit connections. A new land bridge, to the east of the lid, will be a bicycle/pedestrian path over SR 520 that provides a north-south connection across the highway between the Arboretum and points north of the SR 520 corridor. The Montlake Project also features the construction of stormwater treatment facilities to capture and naturally filter and treat highway runoff.

The Early Design Discovery Work will support design for the ultimate Project. The figure below depicts a final configuration of the SR 520 Montlake Project.

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SR 520 Trail

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The Project goals established for the Montlake Project are:

Page 3 Washington State (GRAHAM Department of Transportation

Project Management: Collaboration - Through effective project management, provide a successful Design-Build Project by collaborating with WSDOT to efficiently resolve issues at the Project level. Project Management: Quality - Through effective project management, implement a strong quality management program to ensure design and construction Work meets or exceeds Contract requirements. Design - Create excellent design through collaboration with stakeholders in meeting the vision and intent for the Montlake Project development. Minimize Impacts: Community/Mobility - Maintain freeway, local street, and transit operations; bicycle and pedestrian access; and safety performance through the various stages of construction; and engage community and successfully communicate project vision, progress, timeline, and challenges to the local community, motorists, and other users. Environmental Compliance - Meet or exceed environmental requirements with no permit violations.

3.0 CONSTRUCTION IMPACTS What to expect during Early Work?

Beginning the week of April 15, 2019 and lasting three to four weeks, Graham crews will perform Early Design Discovery Work to plan and gather information that helps shape the Project design. Early Work locations and associated activities are shown below:

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Page 4 Washington State (GRAHAM W Department of Transportation

Of the three to four weeks to complete this Early Work, only one week’s work will occur at nighttime; the rest during daytime. Three types of Early Work will occur (utility locating, geotechnical drilling, mobilization) at the locations identified below.

Early Work - Utility Locating (daytime work):

• In the alley off East Hamlin Street, east of Montlake Boulevard East: o This work requires a short-term closure of the alley, during work hours, for one to two days. During non-work hours, steel plates will be used to cover the work area and provide nighttime access. o This work will not take place on Wednesdays in order to avoid conflicting with trash and recycling pickup services. • At the northeast corner of East North Street and East Montlake Place East: o This work requires the closure of East North Street, during work hours, for two to three days. During non-work hours, steel plates will be used to cover the work area and provide nighttime access. o Local access will be available from 24th Avenue East. o This work will not take place on Thursdays in order to avoid conflicting with trash and recycling pickup services.

Early Work - Geotechnical Drilling (daytime/niqhttime work):

• In the Old Canal Reserve and MOHAI areas off 24th Avenue East near the SR 520 Trail: o This is daytime work and will require intermittent closures (5-10 minutes) of the SR 520 Trail. • On SR 520: o This is nighttime work and will require single lane closures on the westbound off ramp to Montlake Boulevard, the eastbound on-ramp from Montlake Boulevard, and on westbound SR 520 (east of Montlake Boulevard).

Early Work - Mobilization (daytime work):

• In the WSDOT Peninsula, along the Canal Reserve, and at the MOHAI property: o This is daytime work that will require access to the WSDOT Peninsula site for mobilization activities such as trailer delivery and installation of silt fence at the sites.

The utility locating and geotechnical drilling Early Work includes pavement removal and repair as well as removing dirt with pressurized water, vacuums, and backhoes. Much of this work will occur between 7 a.m. and 7 p.m. with some occurring at night between 7 p.m. and 7 a.m. Closures of SR 520 will be in accordance with the allowable closure hours. A temporary noise variance from the City of Seattle will be in place for the nighttime work. Nearby neighbors should expect typical construction impacts, such as increased noise, dust, and truck activity. Graham will comply will the construction best management practices as well as all City of Seattle noise regulations to reduce the effects of this work.

Page 5 Washington State (GRAHAM w Department of Transportation

The following graphic helps associate daytime and nighttime Early Work to the various locations identified previously.

East Shelby Street C1 1/1

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The Early Work CCMP is organized by potential construction effect. Construction effects covered in this section include:

Noise Vibration Air Quality and Fugitive Dust Visual Quality: Aesthetics, Glare, Lighting Traffic and Transportation Utilities and Services Vegetation Management and Erosion Control Over-Water and In-Water Work Staging in WSDOT Right of Way

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Each construction effect section includes the following three subsections to provide additional details on the effect related to the Early Work outlined above:

• What to Expect • Regulations and Commitments • Measures and Practices

3.1 NOISE What to Expect

As referenced above in Section 3.0, Graham is performing Early Work for a three to four-week duration beginning in mid-April; only one week of work will occur at night. The design discovery work activities use different types of equipment that result in different levels and kinds of noise.

During the preliminary permitting and planning of the Montlake Project, it was identified that some critical elements of the work are practical to be performed only at night, such as closures of the SR 520 lanes. Therefore, work will occur during the day as well as at night during the Early Work phase. Nearby neighbors may hear intermittent noise from drilling, construction equipment, soil extraction equipment, and paving equipment.

During mobilization into the WSDOT Peninsula, residents may hear daytime noise during trailer delivery.

Regulations and Commitments

For the daytime work, City of Seattle noise ordinances limit allowable noise levels and vary based on zoning and time of day. Noise limits are based upon the average noise levels as measured over a one-hour period in decibels (dBA). The Montlake Neighborhood is classified as residential and has a normally strict noise level of 55 decibels during the day. Normal daytime construction allowances are 25 decibels above the baseline limit of 55, making the daytime limit 80 decibels. All daytime work will be completed within these limits.

Because the nighttime geotechnical drilling work is limited in both scope and duration to support design, Graham has received a temporary noise variance from the City of Seattle to complete this nighttime work. The variance allows work to exceed the limits established by the City of Seattle noise ordinance under specific circumstances and requires notifications to residents who live adjacent to the work. In accordance with the City of Seattle temporary noise variance, the work will be performed using best management practices and sequenced in a way to minimize the duration and levels of noise experienced by residents as much as possible.

Ultimately, the Major Public Project Construction Noise Variance (MPPCNV) will govern the Project when major construction activities start in mid to late May 2019.

Measures and Practices

When possible, Graham will strive to complete loud activities during the day with the quieter activities taking place at night. Certain activities that would cause loud noises during the Early Page 7 Washington State (GRAHAM W Department of Transportation

Work include small areas of pavement removal and repair, vacuum soil removal near utilities, and noise from the geotechnical drilling machine. Graham’s intention is to complete work adjacent to neighborhoods during the daytime, while nighttime work is reserved for the westbound SR 520 work.

No pure tone backup-warning devices will be used during nighttime activities. Instead, Graham will use a broadband alarm or backup observer to help reduce noise from backing up during nighttime activities. Radios will be used in place of amplified speaking devices such as bullhorns for long-range communication on site. Trucks and other construction equipment will have limited idling durations.

3.2 VIBRATION What to Expect

For the Early Work, different types of construction activities will cause vibration that may be felt and/or heard in the project vicinity (e.g., soil compaction and equipment movement). Graham anticipates limited vibration impacts associated with utility locating, backfill compaction, and re paving at the northeast corner of East North Street and East Montlake Place East.

Regulations and Commitments

For the major construction work performed under the full Montlake Project CCMP, Graham is committed to minimizing vibrations to the maximum extent practicable. A Vibration Monitoring Plan will be developed to detail how vibration will be monitored and the thresholds that will trigger corrective actions. The Early Work is not anticipated to exceed thresholds that would impact or cause damage to historic homes.

Measures and Practices

For the Early Work, equipment and construction methods will be chosen with an eye to minimizing the vibrations that would be experienced by residents and nearby structures. A smaller plate compactor will be used during the limited paving operation in lieu of a large vibratory roller.

Similarly, in lieu of compacting backfill material under the roadway, Graham may elect to use sand or Controlled Density Fill (CDF), since both are self-compacting materials that would eliminate the vibration generating activity used with traditional backfill materials.

3.3 AIR QUALITY AND DUST What to Expect

All construction activities can cause air quality issues and fugitive dust. Activities that are particularly problematic are truck traffic on bare earth and demolition. Frequent truck traffic and

Page 8 Washington State (GRAHAM % Department of transportation material hauling over large distances can also adversely affect air quality. For the Early Work, Graham anticipates minimal to no fugitive dust and/or air quality concerns. Truck activity is limited to spot locations, including mobilization into the WSDOT Peninsula, with very minimal truck usage.

Regulations and Commitments

Measures and Practices

The limited potential contributing activities to fugitive dust include demolition activities such as sawcutting and hauling to and from the jobsite. To reduce potential fugitive dust concerns related to demolition activities, water is applied to the surface to help minimize the potential for dust. To reduce potential fugitive dust and air quality concerns related to hauling activities, only equipment that meets or exceeds current emission standards will be used. Trucks hauling earth or demolished materials may need to be covered to reduce the generation of dust during transit. Equipment idling will be minimized to reduce unnecessary exhaust emissions.

3.4 VISUAL QUALITY: AESTHETICS, GLARE AND LIGHTING What to Expect

During the Early Work, residents immediately adjacent to SR 520 will see work equipment and construction activities primarily during daytime hours (see graphic on page 4 for work areas). Over the four weeks of anticipated work, night work is limited to a single week. Residents and the traveling public can anticipate seeing construction equipment, work trucks, and construction personnel on site. During nighttime hours, residents and the traveling public can anticipate limited traffic closures on westbound SR 520 and the on-ramp from Montlake to eastbound SR 520 as crews continue their design discovery construction activities. Construction equipment, including lights for the safety of the workers and the public, will be used.

Regulations and Commitments

The project will adhere to all WSDOT, federal, local, and statewide regulatory requirements and/or as required by the contract documents. This includes WSDOT Standard Specifications.

Measures and Practices

Page 9 Washington State (GRAHAM Department of transportation

3.5 TRAFFIC AND TRANSPORTATION What to Expect

During the Early Work, construction activities will result in a variety of limited impacts to the traveling public. Daytime work shown in orange below will have minimal impact to the traveling public. A short-term flagging operation will be in effect along the pedestrian path across the 24th Avenue East Bridge for access to the MOHAI site for exploration work. This flagging operation will have short term effects (approximately 10 minutes) on pedestrian and bicyclist access while equipment is mobilized in and out of the site. Daytime work with road closures, shown in blue below, will impact access to East North Street and the alley off East Hamlin Street, east of Montlake Boulevard East. Travelers will be detoured around the closure at East North Street. Nighttime work will impact traffic on westbound SR 520 and the SR 520 eastbound on-ramp from Montlake Boulevard East through lane closures. Construction workers, equipment, and trucking will also be present on and adjacent to the roadways.

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Page 10 Washington State [GRAHAM Department of Transportation

Regulations and Commitments

Measures and Practices

WSDOT will notify the public of planned lane closures in coordination with Graham. The planned lane closures will be posted on the WSDOT website and in project email updates. Residents adjacent to the Early Work sites will receive notifications of the planned work, traffic limitations, and the temporary noise variance that will be in place for nighttime work.

For the Early Work, there is no large-scale hauling. Graham will have limited truck usage supporting the Early Work for design discovery.

For the Montlake Project CCMP, additional Section 106 coordination will be required if haul routes outside of those previously identified or restricted by the Section 106 PA coordination process are utilized. If WSDOT determines that haul routes in Seattle not outlined in the SR 520, I-5 to Medina: Bridge Replacement and HOV project Final Environmental Impact Statement might be used, WSDOT will follow the process described in the Section 106 PA.

3.6 UTILITIES AND SERVICES What to Expect

No Utilities and/or Services are being relocated as part of the Early Work.

Regulations and Commitments

N/A

Measures and Practices

N/A

3.7 VEGETATION MANAGEMENT AND EROSION CONTROL What to Expect

For the Early Work, no mature vegetation will be disturbed. At the WSDOT Peninsula, along the Canal Reserve, and at the MOFIAI property, Graham will be installing Temporary Erosion and Sediment Control (TESC) measures, commonly referred to as silt fence. The Early Work will be accomplished with hand digging only and will be installed in accordance with an approved TESC Plan.

Page 11 Washington State (GRAHAM W Department of Transportation

Regulations and Commitments

N/A

Measures and Practices

N/A

3.8 OVER-WATER AND IN-WATER WORK What to Expect

Early Work will not occur in or over the water. The work is contained to land only.

Regulations and Commitments

N/A

Measures and Practices

N/A

3.9 STAGING IN WSDOT RIGHT OF WAY What to Expect

For the Early Work, equipment and materials will be staged in the median of SR 520 as well as within the WSDOT Peninsula. Both Early Work staging areas are within WSDOT-owned right of way and will be accessed during daytime and nighttime hours. The staging yard in the median of SR 520 will not affect adjacent residences due to the proximity and grade difference between SR 520 and the adjacent residences. The staging yard at the WSDOT Peninsula is away from nearby residences and separated by a berm and trees from the adjacent roadways.

Regulations and Commitments

Graham will adhere to WSDOT, federal, local, and statewide regulatory requirements as required by the contract.

Measures and Practices

Graham will limit the frequency of access to and from the staging areas as to minimize visual and noise disruptions to travelers and nearby residences.

4.0 COMMUNICATION MECHANISMS

The following communication mechanisms are currently available to the public:

4.1 PROJECT WEBSITE / SR 520 CONSTRUCTION CORNER Graham will develop and submit content to WSDOT for the project website (also known as the Construction Corner) on a weekly basis. The project website will include project updates and Page 12 Washington State (GRAHAM W Department of transportation information on design, construction activities, and construction impacts. Construction information will include content on lane closures, detour routes, road, trail and waterway conditions, and other construction-related activities relevant to the public. The Construction Corner Website is intended to be a dynamic resource for the community to receive the latest Project information and can be found at SR520Construction.com.

4.2 HOTLINE

Construction hotline Graham’s communications team will manage and staff a 24-hour live telephone construction hotline for the duration of the project, beginning at the time of the first preconstruction open house. The hotline shall be active no less than 30 calendar days prior to construction work or potential field work and will continue to be active through physical completion. All staff members responding to inquiries will be trained, friendly, responsive and informed about project construction and traffic impacts. The hotline number is 206-775-8885.

Project phone line WSDOT has established a phone line that is staffed from 8 a.m. to 5 p.m., Monday through Friday, for general project inquiries regarding the SR 520 Bridge Replacement and HOV Program. The project information number is 206-770-3554. Construction-specific inquiries will be directed to the construction hotline.

4.3 CORRESPONDENCE Graham will respond to phone calls that are received from sources other than the 24-hour construction telephone hotline within one calendar day, and to emails and letters, including comments forwarded from WSDOT, within five calendar days of the receipt of comments.

4.4 PUBLIC MEETINGS AND BRIEFINGS Graham will coordinate with WSDOT to schedule and host design and construction open houses. These open houses will inform the public of the project’s status, share design and construction updates and answer questions related to the project. Graham will coordinate with WSDOT to schedule and host open houses on an annual basis to inform the public of the project’s status, share design and construction updates, and to answer questions related to the project.

4.5 SOCIAL MEDIA Graham will assist WSDOT in maintaining the project’s social media outlets by providing project update content, including photos and videos.

Page 13 Washington State (GRAHAM W Department of Transportation

4.6 COMMUNITY RELATIONS PROGRAM Graham will provide, as directed by WSDOT, the following community relations activities to assist with construction relief for neighbors living near construction activities:

• Car washing services. • Exterior pressure washing and house cleaning services and interior and exterior window cleaning services. • Single-night hotel accommodations including pet services for community members.

5.0 MEASURING PERFORMANCE AND PROGRESS The contents of this Early Design Discovery Work CCMP will be incorporated into the full Montlake Project CCMP. An annual review of the Montlake Project CCMP will be performed and updated to reflect changes in the processes. As feedback from the public from the various communication mechanisms is received, it will also be considered for incorporation into the CCMP.

Page 14

APPENDIX B Major Public Project Construction Noise Variance (MPPCNV) – Decision and Application

Page 35

~1~Seattle Department of

\ii ~ Construction & Inspections

CITY OF SEATTLE ANALYSIS AND DECISION OF THE DIRECTOR OF THE DEPARTMENT OF CONSTRUCTION AND INSPECTIONS

Major Public Project Construction Noise Variance

Application: Request for a Major Public Project Construction Noise Variance ("Noise Variance") from the maximum permissible sound level requirements of the Noise Control Code, Seattle Municipal Code ("SMC") Chapter 25.08, during construction of the State Route 520 Bridge Replacement and HOV program. This Noise Variance application pertains only to construction activities that need to take place during nighttime hours as those hours are defined in SMC 25.08.

Project No.: 3030792

Site Address: State Route 520

Applicant: Washington State Department of Transportation ("WSDOT")

SUMMARY OF PROPOSED ACTION

WSDOT has requested a Major Public Project Construction Noise Variance (Noise Variance) for the ongoing SR 520 Replacement Project, Montlake Phase.

The next SR 520 project phase, the Montlake Phase, includes constructing the West Approach Bridge South, Montlake lid and interchange, and a bicycle/pedestrian land bridge over the · highway. Construction of the next phase of the I-5 to Lake Washington Project known as the "Rest of the West" is scheduled to begin in 2018.

The existing SR 520 west approach bridge is built on hollow columns, which are vulnerable to a catastrophic failure during a large earthquake, and the roadway has narrow shoulders and lacks transit/HOV lanes. The West Approach Bridge South (WABS) is a companion to the nearly completed West Approach Bridge North (WABN) and will connect eastbound traffic from Montlake to the new floating bridge. It will also feature a dedicated transit/HOV lane that will provide improved mobility for buses and carpools as they access the new floating bridge and continue to the Eastside.

The new Montlake interchange and lid is proposed to include direct-access connections for transit and HOV in addition to new bicycle and pedestrian connections to existing regional and local trails and routes. The Montlake lid is intended to be a hub for local and regional transportation connectivity, and will include multifunctional open spaces, urban trails, under crossings, a segment of the regional shared-use path adjacent to SR 520, and transit connections. The land bridge includes a bicycle/pedestrian path over SR 520 that provides a north-south local trail connection across the highway between the Washington Park Arboretum and points north.

700 Fifth Avenue. Suite 2000 I PO Box 34019 I Seattle. WA 98 124-4019 I 206-684-8600 I seattle.gov/sdci Page 2 of 14 Application No. 3030792

The Montlake Phase also includes constructing storm water treatment sites that will capture and naturally filter highway runoff to help protect the environment.

The Montlake Phase will be a design-build contract. WSDOT has reviewed the work to be built as part of this contract and has developed an expected list of construction activities and an estimated schedule for this work. The following list of activities is from the revised application:

• Waterline installation, estimated 5 to 7 months; • Demolition of the existing Montlake Boulevard bridge, estimated 1 month; • Demolition of the existing 24th Avenue Bridge, estimated 1 month; • Demolition of the existing West Approach Bridge, estimated 4 to 6 months; • Temporary work bridge construction, estimated 5 to 7 months; • Drilled shafts for WABS, estimated 12 to 16 months; • Bridge substructure and superstructure construction for W ABS, estimated I 4 to 20 months; • Construction of Montlake lid, estimated 48 to 60 months; • Traffic shifts, estimated 48 to 60 months; • Utility relocation, estimated 48 to 60 months; • Temporary shoring wall construction, estimated 48 to 60 months; and • W ABN widening, estimated 48 to 60 months.

On March 6, 2017, WSDOT submitted a complete application, Project No. 3027364, for this Noise Variance to the Seattle Department of Construction and Inspections (SDCI); on July 6, 2017, a revised application was submitted (collectively the "application"). That application was withdrawn by WSDOT, revised, and then resubmitted to SDCI on January I 7, 2018. The Noise Variance was requested pursuant to SMC 25.08.590 and 25.08.655 to allow construction noise generated on site, and in areas around the site, to exceed the maximum permissible sound level during nighttime hours between I 0:00 p.m. and 7 :00 a.m. on weekdays and between I 0:00 p.rn. and. 9:00 a.m. on weekends and legal holidays as specified in SMC 25.08.410 - 25.08.425. These provisions of the Code limit nighttime project sound levels (hourly Leq) generated and received in residentially-zoned districts to 45 dBA.

Based on the current anticipated construction schedule, nighttime construction activities are expected to occur for approximately 60 months, starting in 2018, with an estimated completion date in 2023. Consequently, WSDOT is requesting a 60-month Noise Variance starting from the date that nighttime construction activities start on the site to allow for potential schedule delays.

BACKGROUND

The intent of the Noise Control Code, Chapter 25.08 SMC, is to "control the level of noise in a manner that promotes commerce; the use, value, and enjoyment of property; sleep and repose; and the quality of the environment." SMC 25.08.010. The standards for issuing a Noise Variance are in SMC 25.08.590, and the standards for issuing a major public project construction variance Page 3 of 14 Application No. 3030792 are in SMC 25.08.655. SDCI's rule governing the issuance of noise variances are in Director's Rule 3-2009.

The application materials submitted for this Noise Variance identify the following activities that may occur during nighttime hours and may exceed the allowable nighttime construction noise limits:

• Demolishing structures; • Constructing lid walls (adjacent or over traffic); • Installing West Approach Bridge South shafts; • Delivering equipment or material; • Relocating utilities; • Making traffic shifts and adjustments to ramps and roadways; and • Paving operations on City streets .

WSDOT has stated that limiting Montlake Phase construction to daytime hours only would be unreasonable considering public and worker safety and would render the project economically and functionally unreasonable. WSDOT has stated many work activities for this project cannot be completed over or adjacent to active traffic. It would also require closure of SR 520, Montlake Boulevard, and Lake Washington Boulevard during peak traffic periods, which would result in:

• Extensive delays to the traveling public; • Increased traffic volumes on City streets and nearby highways; and • A potential increase in the number of accidents in the project work zone .

In the application materials submitted for this Noise Variance, WSDOT identified the closest residential uses likely to be affected by the nighttime noise, presented data on existing sound levels and projected construction sound levels, provided documentation of sound levels for specific activities and equipment, and outlined required noise mitigation proposals to be followed by the contractor.

WSDOT's application includes a preliminary Noise Management and Mitigation Plan (NMMP) required by SMC 25.08.590.D. The NMMP includes a description of the anticipated type of construction activities and equipment that will generate noise during nighttime hours. It also describes the expected exterior sound levels at each of the receiving sites and compares these to the nighttime hourly Leq that would be established through the Noise Variance process.

Once a design-build contractor is chosen and the contract is awarded, a new NMMP shall be developed and submitted for approval.

The NMMP includes prescriptive specifications for noise control at the construction sites that require WSDOT's contractor to implement measures to establish compliance with the nighttime noise limits established in the Noise Variance application. Mitigation measures include Page 4 of 14 Application No. 3030792 prohibiting the use of compression brakes and tonal backup alarms, paving access roads, using radios for all long-range communication, not allowing equipment to idle unused for longer than five minutes, and requiring the contractor to use sand-, rubber-, or plastic-lined truck beds for all haul trucks. Potential additional mitigation measures include using electric welders, critical or double mufflers on equipment such as cranes, and noise blankets for mobile equipment. WSDOT's proposal also includes procedures for effectively monitoring public complaints and taking appropriate corrective measures. A 24-hour construction hotline shall be maintained by WSDOT. A Nighttime Noise Monitor shall act as an independent third party and provide oversight on nighttime work to represent the public's interest and to determine that the contractor strictly adheres to the Noise Control Code and permit conditions.

Public Comment and Meetings

SDCI held 2 public meetings; one April 6, 2017 and the other on February 15, 2018. These meetings were held for public comment on the Noise Variance application. As required by SDCI Director's Rule 3-2009, Section D.2, notice of the April 6 public meeting was published in the Seattle Times on March 9, more than 21 days before the April 6 meeting. On January 25, 2018 notice was published in the Seattle Times, 21 days before the February 15 meeting.

Notice of the meeting also was published in SDCI's Land Use Information Bulletin on March 9, 2017 for the April 6 meeting, and again on January 25, 2018 for the February 15 meeting. Notices were mailed to residents within the immediate vicinity of the sound sources covered by the application. Notices were also posted per Director's Rule 3-2009.

Public comments and letters were received and considered during preparing this Analysis and Decision. Copies of all written public comments received by SDCI are in the SDCI file and posted on the Public Resource Center webpage: http://web6.seattle.gov/dpd/edms/ (enter the SDCI Project Number 3030792 or 3027364)

Public comments on the Noise Variance application proposed by the applicant regarding nighttime construction activities were considered in relation to the noise impacts of the proposed activities.

Consultant Review

SDCI retained BRC Acoustics and Audiovisual Design ("BRC") to assist in reviewing and analyzing the Noise Variance application. BRC reviewed the application, the revised application, and the written public comments. BRC provided comments and recommendations to SDCI.

Environmental Impact Statement and Record of Decision

In May 2011, a Final Environmental Impact Statement ("FEIS") was jointly issued by the Federal Highway Administration ("FHWA"), and WSDOT, for the SR 520, I-5 to Medina: Bridge Page 5 of 14 Application No. 3030792

Replacement and HOV Project. The actions proposed in this application, extended hours of construction, and increased noise levels were disclosed and evaluated in the FEIS. In August 2011 , the FHWA issued its Record of Decision ("ROD") approving the preferred alternative. This Analysis and Decision is consistent with FEIS and ROD. The FEIS refers WSDOT to a City noise variance if WSDOT chooses to seek relief from SMC 25.08

FINDINGS

Under DPD Director's Rule 3-2009, Section E, the following standards for a Noise Variance were considered in reviewing the application. SDCI comments follow each rule section.

1. Whether the applicant's information and analysis is accurate and complete (i.e., does it contain all of the elements required by the code).

The information submitted by the applicant has been reviewed by SDCI and BRC and has been determined to be accurate and complete.

In response to a request by SDCI, supplemental noise modeling was provided by WSDOT for noise impacts from road reconstruction and utility replacement.

2. The physical characteristics of the sound proposed to be emitted pursuant to the Noise Variance.

As noted above, WSDOT has developed expected construction activities and a schedule for the Montlake Phase. The analysis contained in the NMMP demonstrates that means and methods are available to meet the noise limits requested in this Noise Variance. The contractor will propose its own construction activities and schedule and create a detailed NMMP to meet the commitments WSDOT has made in its Noise Variance application and the Noise Variance permit conditions issued by SDCI. The design build contractor's construction activities and equipment shall be substantially similar to those identified by WSDOT.

During the fall of 2016, and early months of 2017, WSDOT took measurements of existing ambient sound levels at the following seven sites identified as representative of nighttime noise sensitive land uses close to each construction area. Page 6 of 14 Application No. 3030792

EXHIBIT 5. CONSTRUCTIONAREA AND NOISEMEASUREMENT LOCATIONS , I "·' "

S1te3• ! i ''-~ " i i -~. "• l ' ; C IL. • lll .r -=~s. l I • ~'-'.. . p•- · n I l Legend 1 I r u· ... '."" I h • Measuremenl Lor.alions i I N l.._ ... j 1 D Limits of Nighttime Construction 0 } J l·' and Staging Activity ..~ .' o...i 300ic:=:560i.. , ''""""·)',·

• Site I: 2449 E. Lake Washington Boulevard • Site 2: City of Seattle Property near Montlake Market • Site 3: Beaver Lodge Sanctuary • Site 4: 2740 Montlake Boulevard E. • Site 5: 2015 E. Roanoke St. • Site 6: 2800 block E Park Drive East and WABN construction site • Site 7: 2209 E. Lake Washington Boulevard The measurement results are in the Noise Variance application and summarized in Table 1. Table 1. Average Measured Existing Nighttime Noise Levels- I-Hour Leq (dBA)

Average Late Nighttime Noise Level Location (midnight - 5:00 a.m.) Leg Site 1 61 Site 2 72 Site 3 56 Site 4 60 Site 5 59 Site 6 57 Site 7 60 Page 7 of 14 Application No. 3030792

The nighttime code limit on construction noise in residential receiving districts is an hourly Leq of 45 dBA. Six of the seven sites listed above are in residential districts. Site 2 is in a commercial district with a nighttime hourly Leq code limit of 4 7 dBA.

Table 2: Ambient levels, Seattle Municipal Code limits, and Requested Nighttime Sound Levels, Hourly Leq

Receiving Residential Ambient SMC Requested Property Levels Limits Limits Site l 61 45 67 Site 2 72 47 78 Site 3 56 45 62 Site 4 60 45 66 Site 5 59 45 65 Site 6 57 45 63 Site 7 60 45 66

3. The proposed times and proposed duration of the sound to be emitted.

The Noise Variance is requested for the length of time that is needed to complete substantial construction of the Montlake Phase. Nighttime construction activities requiring a Noise Variance are expected to occur intermittently throughout the project duration. Major construction is scheduled to begin in 2018, with an estimated completion date in 2023. The length of the requested Noise Variance is 5 years, which is the anticipated duration necessary to complete the major construction activities. As required by SMC 25.08.665 D, the Noise Variance shall be subject to review by SDCI following one year of operation, with an opportunity for public comment.

4. The topography and population density of the area in which the sound is proposed to be emitted.

This Noise Variance application proposes nighttime construction noise limits for nighttime noise sensitive receivers in proximity to the Montlake Phase construction area. Nighttime noise sensitive receivers are generally properties where people are sleeping, such as a residence.

5. Whether the public health and safety is endangered.

It is generally accepted that very high levels of noise over long periods of time can have adverse physical impacts on humans including, but not limited to, hearing damage. Many standards apply to occupational exposures at high levels for prolonged periods of time. For example, the Occupational Safety and Health Act mandates a hearing conservation program by employers if sound levels exceed 85 dBA continuously over an 8-hour workday. If sound levels exceed 90 Page 8 of 14 Application No. 3030792

dBA continuously over an 8-hour workday, hearing protection is required. The project sound level limits proposed by this Noise Variance application, as shown in Table 2, would maintain sound levels well below these identified levels.

The requested 6 dBA increase above the measured baseline levels that are sought by WSDOT may affect some people but is not expected to cause a danger to public health or safety.

6. Relative interests of the applicant, other owners or possessors of property likely to be affected by the noise, and the general public.

WSDOT has completed the application process for a Noise Variance because construction crews will work at night within City limits during the Montlake Phase. Nighttime construction work is necessary to avoid disrupting weekday traffic and to provide a safe environment for construction crews and the traveling public. Since nighttime work will be unavoidable; this Noise Variance shall set limits on the noise levels for nighttime construction activities.

While the conditions imposed on this Noise Variance will require additional cost, effort, and flexibility on the part of WSDOT, the conditions are not expected to cause undue hardship. WSDOT appropriately identifies several affected receiving properties. Mitigation described in this analysis, including prohibiting the use of compression brakes and tonal backup alarms, paving access roads, using radios for all long-range communication, not allowing equipment to idle unused for longer than five minutes, and requiring the contractor to use sand-, rubber-, or plastic-lined truck beds for all haul trucks are expected to substantially reduce impacts to affected properties. The interests of the public also will be served by completing this transportation project earlier and by shortening the overall construction period that nighttime construction will make possible, as a shortened construction schedule will result in cost savings and in reduced construction-related impacts.

7. Whether the proposed noise mitigation approaches are likely to be effective.

WSDOT's "Proposed Noise Mitigation Measures," see pages 31 and 32 of the revised application and the WSDOT Technical Memorandum dated March 14, 2018, includes mitigation that shall be implemented during the proposed nighttime construction activities. WSDOT has proposed that the contractor will update the NMMP upon award of the contract. WSDOT has proposed review of the NMMP by WSDOT and submittal to SDCI.

WSDOT shall comply with Director's Rule 3-2009 by providing an Independent Noise Monitor (INM) who is independent from WSDOT's control. WSDOT shall also implement and maintain the public outreach and community involvement provisions described in the NMMP, including a 24-hour construction hotline to be answered by a live person.

BRC concurs that WSDOT's proposed mitigations described in the Noise Variance application and the supplemental Technical Memorandum dated March 14, 2018, will be effective in reducing project sound levels such that impacts to the surrounding residential uses will be substantially reduced. Page 9 of 14 Application No. 3030792

In addition to the requirements of Director's Rule 3-2009 that are discussed above, a Noise Variance applicant must demonstrate that these standards in SMC 25.08.655.A.1 and .2 are met:

A. The Administrator may grant a major public project construction variance to provide relief from the exterior sound level limits established by this chapter during the construction periods of major public projects. A major public project construction variance shall provide relief from the exterior sound level limits during the construction or reconstruction of a major public project only to the extent the applicant demonstrates that compliance with the levels would:

1. Be unreasonable in light of public or worker safety or cause the applicant to violate other applicable regulations, including but not limited to regulations that reduce impacts on transportation infrastructure or natural resources; or 2. Render the project economically or functionally unreasonable due to factors such as the financial cost of compliance or the impact of complying for the duration of the construction or reconstruction of the major public project.

Regarding subsection 1, WSDOT demonstrated that it is not possible to operate the equipment necessary to support nighttime construction activities without violating the nighttime noise limits in SMC 25.08.410 and .420. Nighttime work would allow construction of the State Route (SR) 520 project in the safest way practical and minimize surface settlements and potential resulting damage to the built environment and risks to worker safety. Additionally, limiting nighttime work would extend the project duration, increasing traffic, dust, and noise impacts.

Regarding subsection 2, WSDOT has demonstrated that delay in constructing the SR 520 Project and associated increased costs will result without nighttime construction.

CONCLUSIONS

1. Findings 1, 3, 4, 5, 6, and 7 above are incorporated as Conclusion 1.

2. Addressing Finding 2, WSDOT does not adequately propose measures to ensure compliance with noise levels proposed in the application and included in Finding 2 above. The application section identified as "Compliance Monitoring and Reporting" calls for four monitor locations. The seven locations used to establish baseline sound levels are, however, necessary as measurement and recording instrument locations for the project's duration. Further, the Application is not clear how the INM will independently function from the project's production efforts. WSDOT proposed to have a trained staff member as the INM, but no means for how independence would be established.

3. Proper notice was given of the proposed Noise Variance and the required public meeting took place. Page 10 of 14 Application No. 3030792

4. Requiring WSDOT to comply with the nighttime noise limits in SMC 25.08.410 and .420 would be unreasonable considering the increased risks to worker safety and public safety that would result from not allowing nighttime construction at SR 520. The delay and substantial estimated increased cost that would result from compliance with SMC 25.08.410 and .420 would render the construction of the SR 520 Project economically and functionally unreasonable.

5. Practical known and available mitigation measures for reducing the nighttime project sound levels and their effects on nearby residents are described in the Noise Variance application and shall be incorporated into the project. The contractor's construction activities, equipment, and mitigation measures shall be substantially similar to those presented in the Noise Variance application.

6. After reviewing WSDOT's submitted information, the comments made by interested residents and organizations including their statements made at the public meeting and the World Health Organization's report cited in the public comments, and the current body of scientific knowledge, SDCI found no significant or adverse impact to public health and safety if mitigating measures are put in place and followed as provided in this Decision.

DECISION

This Noise Variance is granted for 60 months starting at the beginning of nighttime construction. subject to revocation as provided for in SMC 25.08.615 for the noise related to the nighttime construction activities described in this Analysis and Decision, and WSDOT's revised submittal dated January 17, 2018.

This Noise Variance is subject to the below conditions and to all requirements, specifications, standards, limits, and mitigation measures identified by WSDOT in its application.

CONDITIONS

1. WSDOT, the primary contractor, and any subcontractors shall follow and execute all noise control measures identified in the application, appendices, and attachments, and this Decision. If there is a conflict between the application's noise mitigation and control requirements or specifications and this Decision, the requirements of this Decision shall control.

2. Nighttime project sound levels shall not exceed the proposed Noise Variance limits specified in Table 2 of thi s Analysis and Decision. These sound level limits are intended to ensure that nighttime project sound levels do not exceed the existing nighttime sound levels at identified receiving sites by more than 6 dBA (hourly Leq). These limits shall apply during the following schedule: weekdays 10:00 p.m. to 7:00 a.m.; and weekends (including legal holidays) 10:00 p.m. to 9:00 a.m. Page 11 of 14 Application No. 3030792

3. All impact noise in and around the project shall be limited to that allowed in the Seattle Noise Code, SMC 25.08.425.

4. As noted in the January 17, 2018 application, WSDOT shall require the contractor and all subcontractors to use its equipment and trucks in a manner that minimizes the sound that is generated. Specific measures are identified as "Minimum Mitigation Measures" and "Additional Noise-control Measures." Measures listed under these headings are incorporated into this Decision here:

Required Minimum Mitigation Measures

5. The contractor shall perform the following minimum mitigation measures to minimize nighttime construction noise, except in the case of emergency, as defined by SMC 25.08, whenever the contractors work between 10 p.m. and 7 a.m. Monday through Friday, or between 10 p.m. and 9 a.m. Saturday through Sunday and legal holidays, and exceeds the local ordinance noise levels.

Further the contractor shall:

• Meet the noise levels limits established in this Noise Variance decision;

• Use broadband or strobe backup warning devices or use backup observers in lieu of backup warning devices for all equipment, in compliance with Washington Administration Code Sections 296-155-610 and 296-155-615. For dump trucks, if the surrounding noise level is so loud that broadband or strobe backup warning devices are not effective, then an observer shall be used (WAC 296-155-610). This condition shall apply to activity conducted between 10 p.m. and 7 a.m., Monday through Friday, and between 10 p.m. and 9 a.m. on Saturday, Sunday, and legal holidays. No pure-tone backup warning devices shall be used after 10 p.m. and before 7 a.m. weekdays or after 10 p.m. and before 9 a.m. weekends and legal holidays;

• Use compressors with a measured noise levels of 71 dBA at 50 feet or less for areas where modeling showed mitigation for compressors was needed to reduce noise levels below the noise level limit. The contractor will have an option to propose alternative mitigation methods providing equivalent sound attenuation, such as surrounding the compressor with a temporary noise wall or baffle system to meet the noise level limits;

• Pave construction access roads and haul routes near residences where possible to reduce dust and noise;

• Securely fasten dump truck tailgates;

• Use sand-, rubber- or plastic-lined truck beds for all haul-trucks to reduce noise, unless an exception is approved by SDCI. Page 12 of 14 Application No. 3030792

• Not use compression brakes;

• Not leave equipment to idle for longer than five minutes; and

• Use temporary noise mitigation shields, enclose, or use low noise-generating stationary equipment, such as light plants, generators, pumps, and air compressors near residences where practical.

Additional Noise-Control Measures

6. The contractor shall submit to WSDOT an updated NMMP to reflect their specific construction means and methods and shall detail the additional mitigation measures needed to meet the noise level limits established in the Noise Variance. Once WSDOT has reviewed and accepted the NMMP, the contractor shall submit it to SDCI for its review and approval. Additional mitigation measures that the contractor could also use includes:

• Equipping nighttime surface equipment with high-grade engine-exhaust silencers and engine-casing sound insulation;

• Using electric welders powered from utility main lines instead of gas, diesel, or internal combustion generators/welders;

• Using critical or double mufflers where practicable on machinery for off-road use, such as cranes;

• Using noise blankets, skirts, or other available means for mobile equipment to mitigate noise that does not unreasonably interfere with the operation of the engine;

• Using temporary mobile noise barriers in the immediate vicinity of loud activities nearby residences;

• Using temporary noise barriers;

• Providing earplugs and white noise machines to residents near the project area;

• Installing temporary sound dampening drapes for residents; and

• Providing hotel rooms for residents during high impact or extremely noisy operations.

7. All seven monitoring locations used as baseline measurement locations shall be equipped with permanent monitoring devices. If WSDOT is unable to obtain rights of entry to any of these locations, it will coordinate with SDCI to develop substitute locations for which it can obtain rights of entry. Substitute locations shall be reasonably close to the locations that would be replaced. Page 13 of 14 Application No. 3030792

The monitors shall provide real-time accessible data to SDCI. Additional monitoring stations shall be provided. One station between map locations 4 and 6 where a sound limit of 63 dBA hourly Leg will apply, and two additional stations between map locations 1 and 7 where 66 dBA hourly Leg will apply.

8. Moveable or permanently-mounted noise monitors shall be stationed at the residential receivers nearest the road relocation and utility relocation work for the periods they are occurrmg.

The allowable Noise Variance limits for this work shall be the same as at sites 4 and 7.

9. Demolition of the Montlake Market buildings and the Union 76 Gas Station structures shall occur only during regular working hours of 7:00 a.m. to 10:00 p.m. weekdays and 9:00 a.m. to 10:00 p.m. weekends and legal holidays. Any impact noise shall be limited to that allowed in the Seattle Noise Code, SMC 25.08.425.

I 0. All repaving of City street activities taking place past 10:00 p.m. shall comply with the noise limits in Table 2 of Finding #2 of this Decision. Temporary sound-attenuating barriers shall be used around stationary equipment. Additional sound attenuating barriers shall be placed between roadwork and residential receivers as necessary to mitigate sound generated by equipment used for these activities.

11. The 54-inch water main replacement work shall comply with the noise limits established in Table 2 of Finding #2 of this Decision. Temporary sound-attenuating barriers shall be used around stationary equipment. Additional sound attenuating barriers shall be placed between utility work and residential receivers as necessary to mitigate sound generated by equipment used for these activities.

12. The independence of the INM shall be established by WSDOT and approved by SDCI prior to starting nighttime construction. WSDOT shall provide an organizational chart to show a separate reporting structure for the INM outside of Construction Management.

13. SDCI shall provide oversight of the nighttime work to ensure that the public interest is protected, and the contractor and subcontractors strictly adhere to the Noise Control Code and the conditions imposed by this Decision. SDCI shall assign a Noise Control Program Specialist who shall serve as the City's primary contact for noise-related issues at this site. WSDOT representatives with authority to stop work shall be present on the project site during all work hours to ensure that mitigation measures are being followed. Periodic noise monitoring shall occur consistent with Director's Rule 3-2009. Specifically, monitoring for this project shall occur as described in the January 17, 2018 Noise Variance application.

14. Fourteen days before the start of construction that is subject to this Noise Variance, WSDOT shall provide notice of the start of construction activity. Notification shall be made to the Administrator and to community members who were notified of the January 17, 2018 Noise Variance application. Page 14 of 14 Application No. 3030792

15. WSDOT, its contractor, and subcontractors shall be responsible for implementing and adhering to the NMMP. WSDOT, its contractor, and subcontractors shall be responsible for all equipment used on site whether being used by the contractor or sub-contractor. If noise barriers are used to mitigate sound, the contractor or subcontractor shall be responsible for providing the barriers. Where necessary due to repeated non-compliance with sound levels established in this Noise Variance, substantial sound walls shall be erected to provide effective barriers between the project and adjacent residents.

16. Under SMC 25.08.655.D, the Administrator shall conduct a one-year review and may modify the terms and conditions of the Noise Variance, Decision, or NMMP if it is determined that the terms or conditions of the Noise Variance, Decision, or NMMP are not adequately protecting public health and safety or reasonably controlling or mitigating the construction noise, or that more reasonable methods of mitigating the construction noise should be implemented.

17. After the one-year review provided for in SMC 25.08.655.D, subsequent annual evaluations shall be performed of the track record on noise compliance and effectiveness of construction noise mitigating conditions in place. If necessary, new or modified conditions may be imposed to improve compliance results.

18. Violating any condition of this Noise Variance or Decision shall result in a review of the conditions imposed by this Noise Variance and may result in modifying the conditions or revoking this Noise Variance as allowed by SMC 25.08.615.

Dated the 26th day of April 2018

Nalha:;Z~ City of Seattle Department of Construction and Inspections Administrator, Chapter 25.08 SMC

APPEAL

The Noise Control Code, Chapter 25.08 SMC, provides that any person aggrieved by the denial, approval, or the terms and conditions imposed on a Noise Variance or by the extension of a Noise Variance by the Administrator, may appeal the decision to the City of Seattle. Hearing Examiner pursuant to the provisions of the Seattle Municipal Code Section 25.08.610. Appeals of this decision must be received by the Hearing Examiner no later than ten days following the date of the decision and be accompanied by a check for $85 made payable to the City of Seattle.

Revised City of Seattle Major Public Project Construction Noise Variance Application

Prepared for Washington State Department of Transportation

Lead Author Ginette Lalonde WSP USA

March 6, 2017 Revised July 6, 2017 Revised January 17, 2018

Revised Major Public Project Construction Noise Variance Application

Table of Contents

Introduction ...... 1 Project Descriptions and Proposed Construction Activities ...... 4 Montlake Phase Overview and Project Site Description ...... 4 Expected Construction Activities ...... 6 WSDOT Compliance with City of Seattle Criteria for a Major Public Project Construction Noise Variance ...... 8 Definition of Major Public Project ...... 8 SMC 25.08.168: The Definition of a Major Public Project ...... 8 SMC 23.84A.030 “P”: The Definition of Public Facility ...... 8 Criteria for Granting a Noise Variance ...... 9 SMC 25.08.590.C: The Criteria for Granting a Noise Variance ...... 9 Criteria for a Major Public Project Construction Noise Variance ...... 9 SMC 25.08.655.A: The Criteria for an MPPCNV ...... 9 How Does This Project Meet the Criteria for an MPPCNV? ...... 9 WSDOT Term of Proposed Variance ...... 13 SMC 25.08.655.B: The Term of the Proposed Variance ...... 13 Characteristics of Sound and Noise ...... 18 Definition of Sound ...... 18 Definition of Noise ...... 18 Noise Level Descriptors ...... 19 City of Seattle Noise Control Ordinance ...... 20 Exceptions to the Seattle Noise Control Ordinance ...... 20 Proposed Nighttime Noise Level Limits ...... 21 Noise Management and Mitigation Plan ...... 22 Expected Noisiest Nighttime Construction Periods ...... 22 WSDOT Noise Modeling Summary ...... 24 Montlake Phase – North Lid Wall and Center Lid Wall ...... 24 Montlake Phase – North, South, and Center Lid Walls ...... 26 Montlake Phase 3B – Demolition of Existing Montlake Blvd. E. Structure...... 28 Montlake Phase – Shaft Installation for WABS ...... 30 Proposed Noise Mitigation Measures ...... 31 Required Minimum Mitigation Measures ...... 31 Additional Noise-Control Measures ...... 32 Compliance Monitoring and Reporting ...... 32 Public Outreach and Community Involvement ...... 35 Written Materials ...... 35 In-person Public Engagement Activities ...... 35 Online and Electronic Communications ...... 36 Media Relations and Social Media ...... 36 Frontline resident outreach ...... 37 Conclusion ...... 38

SR 520 Bridge Replacement and HOV Program i City of Seattle

Exhibits Exhibit 1. Montlake Phase Project Area ...... 5 Exhibit 2. Zoning ...... 5 Exhibit 3. Estimated Schedule of Montlake Phase Nighttime Construction Activities ...... 7 Exhibit 4. Expected NightTime Construction Equipment ...... 7 Exhibit 5. Construction Area and Noise measurement locations ...... 15 Exhibit 6. Measured Hourly Average Baseline Noise Levels and Proposed Exterior Nighttime Noise Level Limits ...... 16

Exhibit 7. Measured Lmax Noise Levels and Proposed L1 Exterior Nighttime Noise Level Limits ...... 17 Exhibit 8. Perceived Loudness Increases ...... 18 Exhibit 9. Typical Noise Levels ...... 19 Exhibit 10. Seattle Noise Control Ordinance – Exterior Sound Level Limits ...... 20 Exhibit 11. Nighttime Construction Equipment Noise levels ...... 23 Exhibit 12. Exterior Nighttime North Lid Wall and Center Lid Noise Levels Without Mitigation ...... 24 Exhibit 13. Exterior Nighttime North Lid Wall and Center Lid Noise Levels With Mitigation ...... 25 Exhibit 14. North Lid Wall and Center Lid Construction Noise Levels With Mitigation ...... 25 Exhibit 15. Exterior Nighttime North, South and center Lid Walls Modeled Noise Levels Without Mitigation ...... 26 Exhibit 16. Exterior Nighttime North, South and center Lid Walls Modeled Noise Levels With Mitigation ...... 27 Exhibit 17. North, South, and center Lid Walls Construction Noise Levels With Mitigation ...... 27 Exhibit 18. Exterior Nighttime Demolition of Existing Montlake Blvd E. Structure Noise Levels Without Mitigation ...... 28 Exhibit 19. Exterior Demolition of Existing Montlake Blvd E. Structure Noise Levels With Mitigation ...... 29 Exhibit 20. Demolition of Existing Montlake Blvd E. Structure With Mitigation ...... 29 Exhibit 21. Exterior Nighttime Shaft Installation for WABS ...... 30 Exhibit 22. Nighttime Shaft Installation for WABS Noise Level Contours ...... 30 Exhibit 23. Reporting Structure For Non-Compliance ...... 34

Attachments Attachment 1: Noise Management and Mitigation Plan

ii SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Acronyms and Abbreviations

ANSI American National Standards Institute dB Decibels dBA A-weighted decibels HOV High-occupancy vehicle Hz Hertz INM Independent Noise Monitor

L1 Sound level exceeded for 1 percent of the measurement duration (i.e., 36 seconds per hour)

Leq Equivalent sound level

Lmax Maximum noise level MPPCNV Major Public Project Construction Noise Variance NMMP Noise Management and Mitigation Plan RCW Revised Code of Washington SDCI Seattle Department of Construction and Inspections SMC Seattle Municipal Code SR State Route WABS West Approach Bridge South WAC Washington Administrative Code WSDOT Washington State Department of Transportation

SR 520 Bridge Replacement and HOV Program iii

Revised Major Public Project Construction Noise Variance Application

Introduction

The Washington State Department of Transportation (WSDOT) is Key Takeaway This revised noise variance application is submitting this revised application to the Seattle Department of informed by SDCI and public comments. Construction and Inspections (SDCI) to request a Major Public Project Construction Noise Variance (MPPCNV) for the Montlake Phase of the State Route (SR) 520 Bridge Replacement and High-Occupancy Vehicle (HOV) Program per the Noise Control Ordinance (Seattle Municipal Code, Chapter 25.08 [SMC 25.08]) and City of Seattle’s Director’s Rule 3-2009. This noise variance will cover activities occurring as part of the SR 520 Montlake Phase. The next SR 520 project phase, known as the Montlake Phase, includes construction of the West Approach Bridge South, Montlake lid and interchange, and a bicycle/pedestrian land bridge over the highway. Construction of this first phase of the I-5 to Lake Washington Project (also known as the “Rest of the West”) is scheduled to begin in 2018. WSDOT and SDCI began noise variance coordination efforts in fall 2016 to prepare for Montlake Phase construction.

WSDOT requests a five year nighttime noise variance for the proposed Key Takeaway Montlake Phase to allow necessary construction work activities to The revised noise variance application reduced the total length of the requested occur during nighttime hours (between 10 p.m. and 7 a.m. on variance from seven to five years to weekdays and between 10 p.m. and. 9 a.m. on weekends and legal clarify the anticipated duration of holidays). As part of the MPPCNV for the Montlake Phase, this substantial construction activities. application proposes nighttime construction noise limits for noise-sensitive receivers near construction sites. WSDOT requests an MPPCNV pursuant to SMC 25.08.590 (Granting Key Takeaway The revised noise variance application of Variance) and SMC 25.08.655 (MPPCNV) to allow construction removes the request to allow impact work noise generated on site to exceed the sound level limit as specified in to occur beyond what is permitted by city SMC 25.08.410 and as modified by 25.08.420 and 25.08.425. code. Completion of all construction activities during only daytime hours would be unreasonable in light of public and worker safety. It would require multiple periods of closure of SR 520, Montlake Boulevard, and Lake Washington Boulevard during peak traffic periods, which would result in:  Extensive delays to the traveling public.  Increased traffic volumes on city streets and nearby highways.  A potential increase in the number of accidents in the project work zone.

Completion of all construction activities during only daytime hours Key Takeaway would substantially extend the construction period and increase the Limiting construction activities to daytime economic cost to taxpayers. Increased direct project costs are only hours would result in:  $39 to $140 million in increased project estimated to be between $39 and $140 million. Added indirect costs costs (associated with daytime traffic impacts) to the delivery of people,  Over half a billion dollars in regional goods and services in the region are estimated to result in an economic impact economic impact to the region at well over half a billion dollars.

SR 520 Bridge Replacement and HOV Program 1 City of Seattle

Examples of Montlake Phase nighttime construction work activities needing a variance that would be unreasonable to limit to daytime construction in light of public and worker safety include, but are not limited to:  Demolishing structures next to or over the highway.  Conducting work that is immediately adjacent to or over live traffic such as constructing of lid walls, placing concrete girders for the Montlake lid and the land bridge, installing large overhead sign structures, or installing formwork and concrete placement for walls and bridges along SR 520.  Constructing bridge foundations which involves both spread footing and drilled shaft construction.  Delivering large equipment or materials, such as lengthy bridge girders or concrete for the new bridges and retaining walls adjacent to and over SR 520.  Relocating utilities located within the roadway on SR 520, Montlake Boulevard and Lake Washington Boulevard.  Managing major traffic shifts and new ramp/roadway connections along SR 520.  Paving City streets such as Montlake Boulevard and Lake Washington Boulevard. WSDOT has developed expected construction activities and an estimated schedule for the Montlake Phase. The analysis demonstrates that means and methods are available to meet the noise limits requested in this noise variance application. The contractor will propose their own construction activities and schedule, and create a detailed noise management and mitigation plan to meet the commitments WSDOT has made in this MPPCNV application and the noise variance issued by SDCI. Construction activities and equipment used may not be specifically identical but are likely to be similar to those identified by WSDOT in the Proposed Construction Activities section. This revised noise variance application includes the following:  A Noise Management and Mitigation Plan to demonstrate that means and methods are available to meet the proposed noise limits.  A description of the proposed construction activities including a description of the noisiest proposed activities.  Existing baseline sound levels at noise-sensitive land uses within the project areas.  Proposed sound-level limits for nighttime construction activities that would be unreasonable to limit to daytime construction in light of public and worker safety or render the project economically or functionally unreasonable.  Calculated sound levels that may be expected at noise-sensitive land uses during the noisiest nighttime construction activities.  Proposed noise-mitigation measures.  Provisions for compliance tracking and actions taken to resolve public complaints.

2 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

WSDOT is working with SDCI to meet the 90-day permit processing timeline for WSDOT projects on a state highway as outlined in Revised Code of Washington (RCW) 47.01.485. The legislative intent behind this law is to expand the opportunities for streamlining the delivery of essential transportation projects while maintaining natural resource protection. This requirement became effective when Governor Inslee signed 2ESSB 5994 into law on July 6, 2015. The following section was been added to RCW 47.01.485: (1) To the greatest extent practicable, a city, town, code city, or county must make a final determination on all permits required for a project on a state highway as defined in RCW 46.04.560 no later than 90 days after the department (WSDOT) submits a complete permit application for a project with an estimated cost of less than $500 million.

SR 520 Bridge Replacement and HOV Program 3 City of Seattle

Project Descriptions and Proposed Construction Activities Montlake Phase Overview and Project Site Description

The next SR 520 project phase, known as the Montlake Phase Key Takeaway (Exhibit 1), includes construction of the West Approach Bridge South, The existing SR 520 West Approach Montlake lid and interchange, and a bicycle/pedestrian land bridge Bridge is vulnerable to a catastrophic failure during a large earthquake. over the highway. Construction of this first phase of the I-5 to Lake Washington Project (also known as the “Rest of the West”) is scheduled to begin in 2018. The existing SR 520 west approach bridge is built on hollow columns, which are vulnerable to a catastrophic failure during a large earthquake, and the roadway has narrow shoulders and lacks transit/HOV lanes. The West Approach Bridge South is a companion to the nearly completed West Approach Bridge North and will connect eastbound traffic from Montlake to the new floating bridge. It will also feature a dedicated transit/HOV lane that will provide improved mobility for buses and carpools as they access the new floating bridge and continue to the Eastside. The new Montlake interchange and lid will include direct-access Key Takeaway connections for transit and HOV in addition to new bicycle and The Montlake Phase project is located in pedestrian connections to existing regional and local trails and routes. a mostly residential area. The SR 520 The Montlake lid will be a hub for local and regional transportation program is enhancing safety by replacing the highway’s aging bridges and keeping connectivity, and will include multifunctional open spaces, urban the region moving with vital highway and trails, undercrossings, a segment of the regional shared-use path transit facility improvements throughout adjacent to SR 520, and transit connections. The land bridge will be a the corridor. bicycle/pedestrian path over SR 520 that provides a north-south local trail connection across the highway between the Washington Park Arboretum and points north. The Montlake Phase also features construction of stormwater treatment sites that will capture and naturally filter highway runoff to help protect the local environment. Land uses and zoning classifications are mostly residential near the project area, with the exception of the corner of Montlake Boulevard and SR 520, which is zoned as neighborhood commercial (Exhibit 2).

4 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 1. MONTLAKE PHASE PROJECT AREA

The Montlake Phase includes the construction of the West Approach Bridge South, Montlake interchange and lid, and the bicycle/pedestrian land bridge.

EXHIBIT 2. ZONING

Land uses and zoning classifications are mostly residential near the Montlake Phase, with the exception of the corner of the Montlake Boulevard and SR 520 which is zoned as neighborhood commercial.

SR 520 Bridge Replacement and HOV Program 5 City of Seattle

Expected Construction Activities The Montlake Phase will be a design-build contract. WSDOT has carefully reviewed the work to be built as part of this contract and has developed an expected list of construction activities and an estimated schedule for this work. A request for proposals is planned to be issued by WSDOT in 2017. WSDOT will evaluate the proposals received based on cost and technical credits. WSDOT expects to award the contract to the selected contractor in 2018. The contractor will develop their own approach and plan for the construction activities and schedule for this work, and update the Noise Management and Mitigation Plan (NMMP) accordingly. While the order and timing of activities may differ, the construction activities and equipment used are likely to be similar to those identified by WSDOT. The proposed Montlake Phase major construction phases and durations are as follows:  Waterline installation, estimated 5 to 7 months  Demolition of existing Montlake Boulevard bridge, estimated 1 month  Demolition of existing 24th Avenue Bridge, estimated 1 month  Demolition of existing West Approach Bridge, estimated 4 to 6 months  Temporary work bridge construction, estimated 5 to 7 months  Drilled shafts for WABS, estimated 12 to 16 months  Bridge substructure and superstructure construction for WABS, estimated 14 to 20 months  Construction of Montlake lid, estimated 48 to 60 months  Traffic shifts, estimated 48 to 60 months  Utility relocation, estimated 48 to 60 months  Temporary shoring wall construction, estimated 48 to 60 months  West Approach Bridge North widening, estimated 48 to 60 months Expected nighttime construction activities, that require a noise variance, are part of some or all of the phases described above. WSDOT has developed an expected schedule and list of equipment to be used during nighttime hours by the contractor as noted in Exhibit 3 and Exhibit 4. The contractor will update the list of equipment and the order and timing of activities in the updated NMMP. All construction activities noted in Exhibit 3 are not expected to occur continuously on all nights for consecutive weeks and it is likely that there will be breaks in the activities.

6 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 3. ESTIMATED SCHEDULE OF MONTLAKE PHASE NIGHTTIME CONSTRUCTION ACTIVITIES

All construction activities noted in Exhibit 3 are not expected to occur continuously on all nights for consecutive weeks and it is likely that there will be breaks in the activities. The Montlake Phase contractor will update the nighttime activities schedule in the updated Nighttime Management and Mitigation Plan.

EXHIBIT 4. EXPECTED NIGHTTIME CONSTRUCTION EQUIPMENT NMMP Modeled Construction Activities Other Nighttime Activities

Equipment Type Demolition of structures of Construction (Work lid walls adjacent to or over live traffic) Shaft Installation for WABS Delivery of large or equipment materials of Relocation utilities Making traffic shifts and new ramp/roadway connections Paving on operations City streets Asphalt roller   Bulldozer   Compressor       Concrete pump     Concrete truck     Crawler crane     Delivery truck        Diesel generator     Drill rig  Dump or Debris truck       Excavator with crusher  Excavator with thumb   Forklift     Grader   Hydraulic crane    Loader      Street sweeper   Vibratory roller   Vibratory pile installer  Welder   Montlake Phase contractor to update above list as part of updates to the Noise Management and Mitigation Plan. Typical noise levels of each piece of nighttime construction equipment noise are listed in Exhibit 11.

SR 520 Bridge Replacement and HOV Program 7 City of Seattle

WSDOT Compliance with City of Seattle Criteria for a Major Public Project Construction Noise Variance Definition of Major Public Project SMC 25.08.168: The Definition of a Major Public Project SMC 25.08.168 defines “major public project” as follows: “Major public project” means a project for a public facility as defined in SMC Title 23, the construction of which the Administrator determines is likely to be of at least six months duration, and is likely to have a substantial impact on the public safety, health and welfare and the provision of public services, including transportation services. In making this determination the Administrator shall consider factors such as the expected size, complexity or cost of the proposed construction or reconstruction; the expected duration of the proposed construction or reconstruction; the magnitude of the expected impacts on traffic and transportation; and/or the degree of impact on the provision of public services during the proposed construction or reconstruction. The Montlake Phase includes the construction of the West Approach Bridge South, Montlake lid and interchange, and a bicycle/pedestrian land bridge over the highway and requires a five-year duration of substantial construction work. This section contains a detailed description of how this application meets the criteria for granting a MPPCNV. SMC 23.84A.030 “P”: The Definition of Public Facility SMC 23.84A.030 “P” defines “public facility” as follows: “Public facility” means a public project or city facility. The proposed Montlake Phase of the SR 520 Bridge Replacement and HOV Program is a “major public project” as defined in SMC 25.08.168 and is a “public facility” as defined in SMC 23.84.030. SR 520 plays a major role in sustaining the region’s economy and maintaining the ability to travel between Seattle and the Eastside. The SR 520 Bridge Replacement and HOV Program is making major enhancements to this vital urban highway. The program is improving traffic safety by replacing SR 520’s aging and vulnerable bridges, while making other Key Takeaway key highway improvements to enhance public mobility and The revised noise variance application reduced the total duration of the transportation options throughout the corridor. requested variance from seven to five years to clarify the anticipated duration Work on the Montlake Phase is scheduled to commence in 2018 with of substantial construction activities. work substantially complete in 2023. The length of the variance requested is 5 years to complete substantial construction activities.

8 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Criteria for Granting a Noise Variance SMC 25.08.590.C: The Criteria for Granting a Noise Variance SMC 25.08.590.C states: A. The Administrator may grant a variance if the Administrator finds that: 1. The noise occurring or proposed to occur does not endanger public health or safety; and 2. The applicant demonstrates that the criteria required for the variance are met. This noise variance application proposes nighttime construction noise limits for noise‐sensitive receivers in proximity to construction areas. The proposed noise limits include a 6 dBA (A-weighted decibels) increase over existing hourly noise levels measured between the quietest nighttime hours of 12 a.m. to 5 a.m., at periods when no substantial nearby nighttime construction Key Takeaway activities were underway. The proposed descriptors and noise limits WSDOT proposes a 6 dBA increase over for the Montlake Phase are based on WSDOT and SDCI noise existing hourly averaged noise levels variance coordination efforts which started in fall 2016 and a review measured between the quietest nighttime hours of 12 a.m. to 5 a.m. of other SDCI decisions on MPPCNV applications for agencies such SDCI decisions on prior noise variances as WSDOT, Sound Transit and the Seattle Department of range from granting an increase of 6 dBA Transportation. These other variances were granted an increase of up to 15 dBA over existing baseline noise levels (measured 12 a.m. to 5 a.m.). hourly average noise level limits ranging from 6 dBA up to 15 dBA over measured existing baseline noise levels. Criteria for a Major Public Project Construction Noise Variance SMC 25.08.655.A: The Criteria for an MPPCNV The criteria for an MPPCNV are stated in SMC 25.08.655.A as follows: A. The Administrator may grant a major public project construction variance to provide relief from the exterior sound level limits established by this chapter during the construction periods of major public projects. A major public project construction variance shall provide relief from the exterior sound level limits during the construction or reconstruction of a major public project only to the extent the applicant demonstrates that compliance with the levels would: 1. Be unreasonable in light of public or worker safety or cause the applicant to violate other applicable regulations, including but not limited to regulations that reduce impacts on transportation infrastructure or natural resources; or 2. Render the project economically or functionally unreasonable due to factors such as the financial cost of compliance or the impact of complying for the duration of the construction or reconstruction of the major public project.

How Does This Project Meet the Criteria for an MPPCNV? Limiting Montlake Phase construction to daytime hours would be unreasonable in light of public and worker safety and would render the project economically and functionally unreasonable. Many work activities for this project cannot be completed over or adjacent to active traffic because they are too risky or dangerous to perform adjacent to traffic. Some examples of these activities include:

SR 520 Bridge Replacement and HOV Program 9 City of Seattle

 Placing bridge and lid girders over SR 520.  Demolishing old concrete structures.  Installing falsework and formwork.  Conducting major traffic shifts, bridge and wall foundation construction. These activities require construction work zones to be closed off from traffic. Work zones requiring closure to live traffic will need either closures of all lanes, directional closures, or single lane closures of SR 520 and ramps, Montlake Boulevard, and Lake Washington Boulevard during work hours to safely complete the work. These closures cannot occur during daytime due to high-traffic volumes. Anticipated impacts of limiting construction to daytime hours

In preparation for submitting a noise variance application for the Key Takeaway Montlake Phase, WSDOT analyzed the feasibility of conducting the The highest numbers of work zone construction work activities during daytime-hours only. The analysis accidents occur on urban freeways and during daytime hours, when traffic indicated that a restriction of construction activities to daytime hours volumes are greater. only would result in several key factors which would render the project unreasonable in light of public and worker safety, and economically and functionally unreasonable. Below is a summary of the anticipated impacts of daytime-only construction for the Montlake Phase. Work zone safety WSDOT evaluated the impact of daytime and nighttime hours on public and worker safety in construction work zones. A 2010 Federal Highway Administration evaluation of work zone safety reports that the highest numbers of work zone accidents occur on urban freeways and during daytime hours, when traffic volumes are greater (What We Know about Work Zone Fatalities, FHWA, 2010). Additionally, this study found an increase in collisions considered to be more dangerous within work zones, than outside of work zones. Examples include:  An increase in rear-end collisions associated with congestion and traffic queues within work zones.  Work zone collisions involving larger vehicles occur at about twice the rate as in general highway collisions due to the greater number of construction vehicles present. WSDOT reviewed the 2008 National Cooperative Highway Research Program’s evaluation of nighttime and daytime work zone safety. Limited data from the report indicates that the collision rate in work zones (number of collisions per million miles traveled) is over 60 percent greater than outside of work zones (page 30, NCHRP Report 627, 2008). Restricting Montlake Phase work to daytime hours is anticipated to result in a significant increase in the expected number of collisions in and around the work zones. Emergency services Many Montlake Phase construction activities require lane closures of segments of SR 520 and city of Seattle streets in the vicinity of SR 520 to protect the safety of the public and workers. WSDOT anticipates that restricting these necessary lane closures to daytime hours would cause significantly increased traffic congestion on SR 520 and nearby city of Seattle streets due to the higher traffic volumes

10 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application experienced during daytime hours compared to nighttime. As a result, WSDOT also anticipates that the increase in traffic congestion incurred with daytime-only lane closures would result in severe impacts to emergency service response time. Traffic operations Historically, WSDOT has restricted lane and/or ramp closures on high-traffic volume highways to nighttime hours to avoid impacts to the traveling public, therefore requiring some construction activities to occur at night. In coordination with local agency partners, most lane closures on high-traffic volume city or county streets, that are part of WSDOT projects, are also limited to nighttime hours to limit impacts to the traveling public. WSDOT evaluated the impact of daytime lane closures on traffic operations on and around SR 520 as noted below: SR 520 SR 520 carries approximately 77,000 vehicles per weekday over Lake Washington with most of this volume occurring between 7 a.m. and 7 p.m. Daytime closures of SR 520 for construction work would require this volume of crosslake traffic to use other routes, adding to congestion on the alternative facilities. I-5, I-90, I-405 and SR 522 would carry this additional traffic on routes that are already heavily congested during the AM and PM peak travel times, resulting in greater overall impacts to more of the transportation network. SR 520 is also a critical route for transit throughout the area; an estimated 16,000 transit riders would need to take other routes that are currently filled during peak hour travel. Additional buses would need to be added to these alternate routes to handle the additional demand. Montlake Boulevard Daytime closures on Montlake Boulevard would result in approximately 57,000 vehicles per day north of SR 520 and 22,000 vehicles per day south of SR 520 having to find alternate routes to reach their destinations. With limited alternative routes, many motorists would take city streets to take other city arterials such as Boyer, Furman, and Eastlake avenues to travel north and south. Motorists taking longer trips may use other arterials to get to I-5 to travel north and south between local destinations. Again, transit routes would also be affected with users needing to travel to take alternative bus routes or transfer to light rail to get between UW and Capitol Hill link stations. Lake Washington Boulevard East Lake Washington Boulevard East closures would result in 10,200 vehicles per day having to find alternative routes to travel between Montlake Boulevard and SR 520. In many cases, these vehicles would likely divert to the city street network along Roanoke, Louisa, Miller, and Lynn streets, and Boyer, 25th, and 26th avenues, to access Montlake Boulevard and SR 520 from Lake Washington Boulevard. Economic considerations WSDOT evaluated the economic effects of requiring all construction activities on the Montlake Phase to daytime hours that would otherwise exceed nighttime property-line noise limits. This restriction would affect the schedule and cost of constructing the project and have a substantial economic impact on the traveling public because of the significance of SR 520 on the regional transportation network and local economy. Expected Montlake Phase construction schedule and costs WSDOT completed a schedule analysis on the effect of shifting all activities that will require total lane or directional closures from nighttime to daytime hours. This includes work ranging from roadway, wall and

SR 520 Bridge Replacement and HOV Program 11 City of Seattle bridge construction, to demolition operations. The following key schedule impacts which would result from restricting construction work to daytime hours only were identified:  With an approved nighttime noise variance, WSDOT anticipates a limited number of total highway closures for demolition work to occur on weekends (late Friday evening through 5 a.m. Monday morning). Completing the same level of work during daytime hours only would extend each closure period until Thursday of the following week. In other words, an additional four days of total SR 520 closure would be added to each of the currently planned weekend closures.  Environmental permit conditions for work activities, such as in-water work, restrict some construction activities to limited timeframes during the year. With construction work restricted to daytime hours only, these work activities would have a longer duration. As a result, activities such as in-water work, that are not completed within the limited timeframe could be significantly delayed, ultimately delaying the entire project’s completion.  Secondary effects, such as having to deliver materials during congested daytime hours, delays the deliveries, adds more traffic congestion into the roadway system, and again delays the completion of the project. Overall, limiting construction to daytime hours would have an estimated delay to project completion of at least three years. WSDOT’s analysis estimated the increased direct contract cost, as a result of limiting construction to daytime only, to Key Takeaway WSDOT and Washington taxpayers between $39 and $140 million. Limiting construction activities to daytime- only hours would result in: This estimated increase in direct project costs accounts for the  At least a three-year delay to project anticipated three-year extension of construction that would result in completion. restricting construction to daytime hours.  $39 to $140 million dollars in increased project costs. Over half a Regional costs billion dollars in regional economic The societal economic impacts to the region result in a greater impacts. financial impact than the estimated direct, project costs. Daytime closure of lanes and ramps on SR 520, Montlake Boulevard, and other city streets will cause delays to the traveling public, the delivery of goods and services, and hinder access by emergency vehicles. Additionally, lane closures result in a direct loss of toll revenue, which WSDOT uses to fund the SR 520 program. In total, the economic cost to the region of completing all project work during daytime hours only is estimated to exceed $540 million dollars assuming the Liquidated Damages (LD) values used for the SR 520 program. The actual economic cost to the region of completing all project work during daytime hours is likely to be greater. WSDOT has experience with an extended 24/7 single lane closure on SR 520. In 2000, a barge struck and damaged one of the hollow columns on the west approach structure to the floating bridge. Due to the expected traffic (and economic) impact to the area, the Governor declared an emergency to allow for an expedited contracting approach to speed the repair of this damage and reopen all of the eastbound lanes. Even with the expedited process, motorist complaints were significant. Bridge repairs required an approximately one-month closure of the right eastbound lane in the vicinity of the damaged column. This resulted in severe traffic congestion to eastbound traffic on SR 520 and heavy diversion to other routes, including I-90, I-5 and city streets.

12 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

WSDOT estimates and uses the societal economic impact of lane closures for construction projects and captures them as Liquidated Damages (LD) in a contract to encourage contractors to maintain lane and ramp availability during peak travel periods. WSDOT may assess LDs for failure to have a lane, ramp, or roadway open to traffic, or an Intelligent Transportation System (ITS) fully operational by the specified time. The LD assessments are based on, and cannot exceed, the estimated cost to the traveling public incurred by the disruption. WSDOT’s Transportation Data, GIS, and Modeling Office (TDGMO) uses standardized methodology for calculating costs, based on roadway characteristics, hourly traffic data, and the specifics of the planned roadway or ITS disruption. In order to ensure uniformity, all LDs of this type for WSDOT projects statewide are calculated by engineers in the TDGMO. The methodology includes a software program called QUEWZ-98 for freeway lane closures, and specialized spreadsheet templates for various other work zone strategies. WSDOT’s Budget & Financial Analysis Office is consulted annually for changes to the appropriate consumer index and their input is used to periodically update costs within the LDs templates and QUEWZ-98 program. For the SR 520 program, LDs used range between $1,200 per lane per hour for Lake Washington Boulevard East to $18,000 per lane per hour for SR 520 eastbound lanes. WSDOT Term of Proposed Variance SMC 25.08.655.B: The Term of the Proposed Variance SMC 25.08.655.B states: B. A major public project construction variance shall set forth the period or periods during which the variance is effective, which period or periods shall be the minimum reasonably necessary in light of the standard set forth in subsection A, and the exterior sound level limits that will be in effect during the period of the variance. Requested Period the Variance is Effective WSDOT requests that construction noise generated on the site be allowed to exceed the noise level limits set by Seattle Noise Control Ordinance, SMC 25.08.410, during nighttime hours (between 10 p.m. and 7 a.m. on weekdays and between 10 p.m. and. 9 a.m. on weekends and legal holidays). The variance is requested for the length of time that is needed to complete substantial construction of the Montlake Phase. Nighttime construction activities requiring a noise variance are expected to occur at various times throughout the project duration. Major construction is scheduled to begin in 2018, with an estimated completion date in 2023. The length of the requested variance is 5 years which is the anticipated duration necessary to complete the major construction activities The contractor would be able to perform nighttime construction work if the work is performed within the Montlake Phase construction area as described below and covered by this MPPCNV or any temporary noise variances granted by SDCI. The MPPCNV is subject to review by SDCI after the first year of construction, as provided in SMC 25.08.655.D. Additional coordination with SDCI would continue throughout construction. Construction Area and Exterior Nighttime Construction Noise-Level Limits This noise variance application proposes nighttime construction noise limits for nighttime noise-sensitive receivers in proximity to the Montlake Phase construction area. Nighttime noise-sensitive receivers are

SR 520 Bridge Replacement and HOV Program 13 City of Seattle generally properties where people are sleeping, such as a residence. The next section contains information on the characteristics of noise and sound. The proposed descriptors and noise limits for the Montlake Phase are based on WSDOT and SDCI noise variance coordination efforts, which began in fall 2016, and a review of prior SDCI decisions on MPPCNV applications from agencies such as WSDOT, Sound Transit and the Seattle Department of Transportation. In each of these cases, SDCI granted variances with an increase of average hourly noise level limits ranging from 6 dBA up to 15 dBA over measured existing baseline noise levels. The Montlake Phase noise variance application proposes a 6 dBA increase over existing hourly average noise levels (Leq) measured during the quietest part of the nighttime hours (the five hour period from 12 a.m. to 5 a.m.). Although these proposed noise level limits are based on measurements during only the quietest nighttime hours, the proposed limits would apply to the operation of construction equipment during all nighttime hours, from 10 p.m. to 7 a.m. on weekdays and 10 p.m. and 9 a.m. on weekends and legal holidays. This revised noise variance application assumes that all Key Takeaway equipment used for the project would meet the daytime noise level WSDOT measured existing sound levels limits as described in Section 25.08.425 of the Seattle Municipal near the project area, during the quietest Code. hours (12 a.m. – 5 a.m.), and found that the: Continuous monitoring and recording of A-weighted sound levels  Hourly average (Leq) nighttime noise levels range from 56 dBA at Site 3 to ranging in duration from 11 days to two weeks was conducted at 72 dBA at Site 2. City of Seattle code seven sites (Exhibit 5). Measurements were taken at Sites 1 through 6 identifies 45 dBA as the nighttime during October and November 2016, and then at Site 7 in January hourly average limit.  Hourly maximum (Lmax) nighttime 2017 with calibrated Larson Davis Model 720 (Type 2) and 820 (Type noise levels measured at each site 1) noise meters, which comply with American National Standards peaked from 78 dBA at Site 3 to 94 Institute S1.4 for instrument accuracy. All sound level monitoring dBA at Site 4. City of Seattle code identifies 60 dBA as the nighttime equipment was calibrated before and after each measurement. In hourly maximum noise limit. addition, the noise meters are calibrated annually by an accredited laboratory. Sound levels measured during the late night hours (12 a.m. to 5 a.m.) provide the most conservative representation of the existing baseline condition. Noise measurement sites were selected based on their proximity to construction activities. The measured existing nighttime sound levels exceed the City of Seattle nighttime noise control ordinance limits of 45 dBA (Leq) at all monitoring locations. The existing sound levels, which are produced primarily by traffic on public roads, are not subject to the limits of the ordinance (SMC 25.08.410-425). The comparison is presented in Exhibit 6 as a baseline for evaluating potential noise impacts from proposed construction activities. The noise variance application also proposes a highest 1 percent maximum noise level limit above the nighttime Leq to monitor potential short‐term noises. Hourly percentile sound levels, Ln, are the sound levels exceeded for “n” percent of an hour. The measured L1 is the sound level exceeded for 1 percent of the measurement duration (i.e., 36 seconds per hour). The proposed L1 limits are 10 dBA above the Leq noise level limit with a maximum upper limit of 80 dBA, which is the City’s daytime construction hourly

Leq noise level limit at residentially zoned receivers. The proposed L1 limits would be in the range of existing Lmax sound levels measured during the late-night hours of 12 a.m. to 5 a.m. in the Montlake lid construction area, see Exhibit 7.

14 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 5. CONSTRUCTION AREA AND NOISE MEASUREMENT LOCATIONS

SR 520 Bridge Replacement and HOV Program 15 City of Seattle

In addition to the Leq, this noise variance application proposes to track compliance with the terms set by the MPPCNV by monitoring the measured hourly L1 sound level. The L1 has been found to be more reliable than the Lmax, as stated in the Denny Substation Program Noise Monitoring and Mitigation Plan, revised February 11, 2015:

For the purpose of monitoring construction sound levels, the hourly L1 has been found to

be more reliable than the hourly Lmax in tracking compliance with MPPCNV limits. As with

the Lmax, the hourly L1 provides a representative measure of the worst-case sound levels

produced by a construction activity; unlike the Lmax, the L1 is not susceptible to distortion by one-time, atypical events such as a tool or load being dropped, and it is more representative of sound levels produced during higher-intensity construction activities each hour. The seven sites listed below were identified as representing nighttime noise-sensitive receivers near each construction area:  Site 1 – 2449 E. Lake Washington Boulevard  Site 2 – City of Seattle property near Montlake Boulevard Market  Site 3 – Beaver Lodge Sanctuary  Site 4 – 2740 Montlake Boulevard E.  Site 5 – 2015 E. Roanoke St.  Site 6 – 2800 block E. Park Drive East and WABN construction site (former MOHAI site)  Site 7 – 2209 E. Lake Washington Boulevard

EXHIBIT 6. MEASURED HOURLY AVERAGE BASELINE NOISE LEVELS AND PROPOSED EXTERIOR NIGHTTIME NOISE LEVEL LIMITS City of Seattle nighttime noise control ordinance Measured 12 to 5 AM Proposed Nighttime limit Hourly Average Leq Log Hourly Average Leq Noise Level Hourly Site (dBA) (dBA) Average Limit Leq (dBA) 1 45 61 67 2 45 72 78 3 45 56 62 4 45 60 66 5 45 59 65 6 45 57 63 7 45 60 66

Measured hourly average Leq noise levels between 12 a.m. and 5 a.m. exceed the City of Seattle Noise Control Ordinance limits by up to 27 dBA. This variance application requests a 6 dBA increase over the baseline noise levels measured between 12 a.m. and 5 a.m. The proposed Leq limits are based on WSDOT and SDCI coordination efforts which started in fall 2016 and a review of prior SDCI decisions on MPPCNV applications from agencies such as WSDOT, Sound Transit and the Seattle Department of Transportation. In each of these cases, SDCI granted variances with an increase of hourly average Leq noise level limits ranging from 6 dBA up to 15 dBA over measured existing baseline nighttime noise levels.

16 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 7. MEASURED LMAX NOISE LEVELS AND PROPOSED L1 EXTERIOR NIGHTTIME NOISE LEVEL LIMITS City of Seattle nighttime noise control ordinance Proposed Nighttime limits Hourly Average Measured 12 to 5 AM Lmax Noise Level Hourly Limit Site Lmax (dBA) range (dBA) L1 (dBA) 1 60 71 to 83 77 2 60 72 to 89 80 3 60 55 to 78 72 4 60 75 to 94 76 5 60 45 to 90 75 6 60 53 to 92 73 7 60 70 to 92 76

Measured Lmax noise levels between 12 a.m. and 5 a.m. exceed the City of Seattle Noise Control Ordinance limits by up to 34 dBA. The variance application proposed L1 limits of 10 dBA increase over the proposed Leq limits. These proposed L1 limits are based on a review of prior SDCI decisions on other MPPCNV applications. The proposed L1 limits would be up to 19 dBA lower than the measured Lmax levels.

Public health and safety SDCI’s decision on the Sound Transit project at 6600 Roosevelt Way NE includes the following assessment of noise levels related to public health and safety: It is generally accepted that very high levels of noise have adverse physical impacts on humans including, but not limited to, hearing damage. Many standards apply to occupational exposures at high levels for prolonged periods of time. For example, the Occupational Safety and Health Act mandates a hearing conservation program by employers if sound levels exceed 85 dBA continuously over an 8-hour workday. If sound levels exceed 90 dBA continuously over an 8-hour workday, hearing protection is required. The proposed nighttime noise level limits anticipated by this MPPCNV application would maintain sound levels below these identified levels, as shown in Exhibit 6 and Exhibit 7. The highest 1 percent maximum

L1 variance limit would be no greater than 80 dBA for sensitive receptors. SDCI’s 6600 Roosevelt Way NE decision also references U.S. DOT Guidance:

Federal Transit [Administration] (FTA) guidelines recommend that a nighttime 8-hour Leq

of 70 dBA not be exceeded. Because this federal guideline is stated in terms of 8-hour Leq, it would allow the sounds in any given hour to be louder than 70 dBA so long as the sound during other hours were quieter, to bring the 8-hour average down to 70 dBA.

This variance application is proposing an hourly (or 1-hour) Leq variance limit below the 70 dBA 8-hour

Leq, as referenced in SDCI’s decisions on previous noise variances, at all but one baseline noise monitoring location. This location, Site 2, represents one residence currently experiencing a nighttime Leq of 72 dBA and therefore has a proposed variance limit above 70 dBA (Exhibit 6). The proposed variance limit would be stricter than the U.S. DOT FTA guideline, as it would not allow louder hours to be averaged down by quieter hours. The 6 dBA increases from on-site nighttime project noise levels that are requested and the resulting noise levels will likely be noticed by some residents, but would not cause a danger to public health or safety.

SR 520 Bridge Replacement and HOV Program 17 City of Seattle

Characteristics of Sound and Noise Definition of Sound Sound is created when objects vibrate, resulting in a minute variation in surrounding atmospheric pressure, called sound pressure. The human response to sound depends on the magnitude of a sound as a function of its frequency and time pattern. Magnitude is a measure of the physical sound energy in the air. The range of magnitude the ear can hear, from the faintest to the loudest sound, is so large that sound pressure is expressed on a logarithmic scale in units called decibels (dB). Loudness refers to how people subjectively judge a sound and varies between people. Sound is measured using the logarithmic decibel scale, so doubling the number of noise sources, such as the number of cars on a roadway, increases noise levels by 3 dBA. Therefore, when you combine two noise sources emitting 60 dBA, the combined noise level is 63 dBA, not 120 dBA. The human ear can barely perceive a 3 dBA increase, while a 5 dBA increase is about one and one-half times as loud. A 10-dBA increase appears to be a doubling in noise level to most listeners. A tenfold increase in the number of noise sources will add 10 dBA. In addition to magnitude, humans also respond to a sound’s frequency or pitch. The human ear is very effective at perceiving frequencies between 1,000 and 5,000 hertz (Hz), with less efficiency outside this range. Environmental noise is composed of many frequencies. A-weighting (dBA) of sound levels is applied electronically by a sound level meter and combines the many frequencies into one sound level that simulates how an average person hears sounds of low to moderate magnitude. The smallest “just noticeable” increase in sound is about 3 dBA. A 6 dBA increase is clearly noticeable, and a 10 dBA increase causes a doubling of judged loudness. For example, 80 dBA is judged to be twice as loud as 70 dBA and four times as loud as 60 dBA. Exhibit 8 summarizes how increases in perceived loudness correlate with sound level increases.

EXHIBIT 8. PERCEIVED LOUDNESS INCREASES Sound Level Increase (dBA) Perceived Loudness Increase 0 to 2 Not noticeable 3 Just noticeable 6 Noticeable 10 Twice as loud 20 Four times as loud

Definition of Noise Noise is unwanted or unpleasant sound. Noise is a subjective term because, as described above, sound levels are perceived differently by different people. Magnitudes of typical noise levels are presented in Exhibit 9.

18 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 9. TYPICAL NOISE LEVELS

Noise Level Descriptors Because sound levels fluctuate over time, several A-weighted sound level descriptors are used to characterize the sound.

The Leq is a measure of the average noise level during a specified period of time. A one-hour period, or hourly Leq, is used to measure construction noise. Leq is a measure of total noise during a time period that places more emphasis on occasional high noise levels that accompany general background noise levels. For example, if you have two different sounds, and one contains twice as much energy, but lasts only half as long as the other, the two would have the same Leq noise levels. Either the total noise energy or the highest instantaneous noise level can describe short-term noise levels.

Lmax is the maximum sound level that occurs during a single event and is related to impacts on speech interference and sleep disruption. With Ln, “n” is the percent of time that a sound level is exceeded and is used to describe the range and pattern of sound levels experienced during the measurement period. For example, the L1 level is the noise level that is exceeded 1 percent of the time. Sound varies in the environment and people will generally find a higher, but constant, sound level more tolerable than a quiet background level interrupted by higher sound level events. For example, steady traffic noise from a highway is normally less bothersome than occasional aircraft flyovers in an otherwise quiet area if both environments have the same Leq.

SR 520 Bridge Replacement and HOV Program 19 City of Seattle

City of Seattle Noise Control Ordinance

The City of Seattle limits noise levels at property lines of neighboring properties (Seattle Noise Control Ordinance, SMC 25.08.410). The sound level limit depends on the land uses of both the noise source and the receiving property (Exhibit 10). The Montlake Phase project area and the surrounding properties are zoned residential, with the exception of a small area immediately south of the eastbound SR 520 off-ramp Montlake Boulevard, which is zoned as neighborhood commercial (Exhibit 2). The City’s sound level limits apply to construction activities occurring between 10 p.m. and 7 a.m. on weekdays or 10 p.m. and 9 a.m. on weekends and legal holidays. Legal holidays are defined in SMC 25.08.155 as New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day and the day after, and Christmas Day. Construction activities during nighttime hours that would exceed these levels require a noise variance from the City.

EXHIBIT 10. SEATTLE NOISE CONTROL ORDINANCE – EXTERIOR SOUND LEVEL LIMITS

District of Receiving Property Residential District of Sound Daytime Residential Nighttime Commercial Industrial Source Leq (dBA) Leq (dBA) Leq (dBA) Leq (dBA) Residential 55 45 57 60 Commercial 57 47 60 65 Industrial 60 50 65 70 Nighttime hours are 10 p.m. to 7 a.m. during weekdays and 10 p.m. to 9 a.m. during weekends and legal holidays dBA = A-weighted decibels Leq = equivalent sound level During a measurement interval, Lmax may exceed the exterior sound level limits shown by no more than 15 dBA.

Exceptions to the Seattle Noise Control Ordinance Daytime noise Noise levels shown in Exhibit 10 may be exceeded by construction equipment between 7 a.m. and 10 p.m. on weekdays and between 9 a.m. and 10 p.m. on weekends and legal holidays. Threshold levels for equipment are listed below: 25 A-weighted decibels (dBA) for equipment on construction sites, including but not limited to, crawlers, tractors, dozers, rotary drills and augers, loaders, power shovels, cranes, derricks, graders, off-highway trucks, ditchers, trenchers, compactors, compressors, derrick barges, tug boats, and pneumatic-powered equipment Daytime construction activities are allowed to exceed the noise-level limits in the Seattle Noise Control Ordinance (SMC 25.08.425) by 25 dBA (Exhibit 10). These levels should be measured from the real property of another person or at a distance of 50 feet from the equipment, whichever is greater. Construction activities for the Montlake Phase would mostly occur in a residential district. The daytime construction activity associated with the Montlake Phase would be limited to 80 dBA (55 dBA + 25 dBA) for residential districts.

20 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Impact type noise In addition, the Seattle Noise Control Ordinance (SMC 25.08.425) regulates sound created by impact types of construction equipment (e.g., pavement breakers, pile drivers, jackhammers, and sandblasting tools) or those that otherwise create impulse or impact noise (as measured at the property line or 50 feet from the equipment, whichever is greater). The equipment may exceed the sound level limits (equivalent sound level [Leq] described in Exhibit 10) in any 1-hour period between 8 a.m. and 5 p.m. on weekdays and 9 a.m. and 5 p.m. on weekends and legal holidays. The sound level is in no event to exceed the following:

 Leq = 90 dBA continuously

 Leq = 93 dBA for 30 minutes

 Leq = 96 dBA for 15 minutes

 Leq = 99 dBA for 7.5 minutes

Sound levels in excess of Leq = 99 dBA are prohibited unless authorized by variance. The standard of measurement is a 1-hour Leq measured for time periods not less than 1 minute in order to project an hourly Leq. Proposed Nighttime Noise Level Limits Noise level limits (Exhibit 7) were established in the previous section, WSDOT Compliance with City of Seattle Criteria for a Major Public Project Construction Noise Variance. The Montlake Phase noise variance application proposes a 6 dBA increase over existing hourly average noise levels (Leq) measured during the quietest part of the nighttime hours (the five hour period from 12 a.m. to 5 a.m.). The proposed

L1 limits are 10 dBA above the Leq noise level limit with a maximum upper limit of 80 dBA, which is the

City’s daytime construction hourly Leq noise level limit at residentially zoned receivers.

SR 520 Bridge Replacement and HOV Program 21 City of Seattle

Noise Management and Mitigation Plan

This section provides a summary of the Noise Management and Mitigation Plan (NMMP) in Attachment 1 and summarizes a noise analysis for the expected construction activities of the Montlake Phase of the SR 520 Bridge Replacement and HOV Program. This section was prepared according to the requirements of Section 25.08.655 of the Seattle Municipal Code and Director’s Rule DR3-2009, both pertaining to Major Public Project Construction Noise Variances from the City of Key Takeaway Seattle Noise Code. WSDOT analyzed construction noise to demonstrate that the means and WSDOT has developed expected construction activities and a schedule methods are available to complete the for the Montlake Phase. The analysis in this NMMP section Montlake Phase project within the demonstrates that means and methods are available to meet the noise proposed limits of the noise variance. Once selected, the Montlake Phase limits requested in this MPPCNV. The contractor will propose their contractor will update the NMMP with the own construction activities and schedule, and create a detailed NMMP refined construction means and methods to meet the commitments WSDOT has made in this noise variance to complete the project within the limits of the noise variance. application and the MPPCNV issued by SDCI. Construction activities and equipment used may not be specifically identical but are likely to be similar to those identified by WSDOT. Expected Noisiest Nighttime Construction Periods

Projected nighttime major construction Leq and L1 noise levels were modeled for selected noise‐sensitive receivers using SoundPLAN Version 7.4, a three‐dimensional graphics‐oriented program for outdoor noise propagation. SoundPLAN calculates the Leq by averaging the use of each individual piece of equipment and evenly distributes the activity over an hour. SoundPLAN calculates the L1 using the loudest 1 percent same hour as used to calculate the Leq. The L1 results from SoundPLAN are an additional 10 dBA over the Leq, this is a conservative high level estimate for the L1. For nighttime construction noise estimates, the noisiest nighttime construction activity that would occur at the surface of each construction site and the noisiest equipment during this activity was assumed. The noisiest major construction activities were modeled to provide a conservative estimate of noise levels. A variety of construction activities are anticipated to occur Key Takeaway within the footprint of the Montlake Phase, potentially using the WSDOT conducted noise modeling of the equipment outlined in Exhibit 11. Since impact work would be loudest expected construction activities to prohibited during nighttime hours (10 p.m. and 8 a.m. on weekdays or provide a conservative estimate of nighttime noise levels. 10 p.m. and 9 a.m. on weekends and legal holidays), that type of As a result, the modeled levels represent equipment was not included in the noise modeling. Construction noise the loudest nights that are anticipated includes truck operations within the construction site and not on haul over the construction period. Construction may not occur on all nights, routes. Haul routes are not regulated under the Seattle Noise Control and construction during some phases of Ordinance and therefore are not included in this application. work would generate less noise than those selected for noise modeling. Major construction activities that are expected to be the loudest during the project were modeled for four construction periods to estimate the anticipated highest nighttime construction noise levels.

22 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Construction may not occur on all nights, and construction during other phases of work would generate less noise than those selected for noise modeling. The modeled levels represent the loudest nighttime construction activities that are anticipated over the construction period.

EXHIBIT 11. NIGHTTIME CONSTRUCTION EQUIPMENT NOISE LEVELS Typical Noise Level (dBA) at Equipment Type 50 Feet Asphalt roller 80 Bulldozer 82 Compressor without mitigation 81 Compressor with mitigation 71 Concrete pump 82 Concrete truck 88 Crawler crane 83 Delivery truck 88 Diesel generator 81 Drill rig 83 Dump or Debris truck 88 Excavator with crusher 96 Excavator with thumb 96 Forklift 80 Grader 85 Hydraulic crane 88 Loader 85 Street sweeper 80 Vibratory roller 80 Vibratory pile installer 96 Welder 82 Source: August 2006 FHWA Construction Noise Handbook, Section 9: https://www.fhwa.dot.gov/Environment/noise/construction_noise/handbook/

The construction equipment listed in Exhibit 11 is not expected to be used all together at the same time, or on all nights. The noise levels for the four expected loudest construction periods are described in the following subsections. The construction noise modeling includes activities in staging areas that is anticipated to occur during nighttime hours for each of the evaluated construction periods. Each subsection lists the number and type of construction equipment modeled to estimate the expected highest nighttime construction noise levels. Construction during other phases of work would generate less noise than those selected for noise modeling. While other phases of work would occur at other locations within the Project Area (Exhibit 1), they would be required to meet the Proposed Nighttime Noise Level Limits at nearby residences and they would generate similar or less noise than the modeled phases of work. In addition to monitoring at static locations, the Independent Noise Monitor (INM) will monitor and enforce the requirements of this variance at residences near all nighttime construction activities.

SR 520 Bridge Replacement and HOV Program 23 City of Seattle

WSDOT Noise Modeling Summary Montlake Phase – North Lid Wall and Center Lid Wall Modeled nighttime exterior noise levels for the construction of the Montlake lid structure are shown in Exhibit 12. The model included the construction of the North Lid Wall (identified as wall sections 2N-W and 2S-B), and the Center Lid Wall (identified as wall sections 2C-A and 2S-A). These two activities are currently estimated by WSDOT to occur at the same time for a period of three to four months. Equipment used for each activity was estimated to include a hydraulic crane, crawler crane, concrete pump, two compressors, and five concrete trucks. Without mitigation, modeled noise levels would exceed the proposed Leq noise level limit for a few residences near Site 1, and Site 4. Compressors were the piece of equipment responsible for the nighttime Leq exceedances. Mitigation was evaluated for residences near Site 1, and Site 4.

EXHIBIT 12. EXTERIOR NIGHTTIME NORTH LID WALL AND CENTER LID NOISE LEVELS WITHOUT MITIGATION

Leq Leq L1 Modeled Noise Level Proposed Noise Modeled Noise Levels L1 Without Mitigation Level Limit Without Mitigation Proposed Noise Site (dBA) (dBA) (dBA) Level Limit (dBA) 1 62 67 72 77 2 62 78 72 80 3 - 62 72 4 66 66 76 76 5 62 65 72 75 6 63 63 73 73 7 65 66 75 76 Max Locations 68 near Site 1 67 78 77 without mitigation 68 near Site 4 66 78 76 Note: Noise levels are hourly averages.

Noise levels were also modeled using compressors with mitigation, to confirm that the contractor can reduce noise levels below the proposed nighttime noise level limit for all residences near Site 1 and Site 4, Exhibit 13. Mitigation requirements for the compressors are discussed in the minimum mitigation section. Exhibit 14 shows the noise level contours and the areas of construction of the North Lid Wall (identified as wall sections 2N-W and 2S-B), and the Center Lid Wall (identified as wall sections 2C-A and 2S-A). The contractor could choose other mitigation measures as described in the compliance section below to reduce the noise level below the nighttime limits. The contractor will update the construction methods, schedule, and mitigation measures in their NMMP. Modeled equipment locations were selected to represent noise levels when equipment is located nearest noise-sensitive receivers.

24 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 13. EXTERIOR NIGHTTIME NORTH LID WALL AND CENTER LID NOISE LEVELS WITH MITIGATION

Leq L1

Modeled Noise Level Leq Modeled Noise Levels L1 With Mitigation Proposed Noise With Mitigation Proposed Noise Site (dBA) Level Limit (dBA) (dBA) Level Limit (dBA) Max Locations without 62 near Site 1 67 72 77 mitigation 62 near Site 4 66 72 76 Note: Noise levels are hourly averages.

Exhibit 13 shows that areas that are expected to exceed the noise level limits, without mitigation, would meet the proposed noise level limits if compressors with mitigation were used during construction. Mitigation requirements for the compressors are described in the required minimum mitigation measures section.

EXHIBIT 14. NORTH LID WALL AND CENTER LID CONSTRUCTION NOISE LEVELS WITH MITIGATION

Nighttime modeled noise levels during construction of the North Lid Wall (identified as wall sections 2N-W and 2S-B), and the Center Lid Wall (identified as wall sections 2C-A and 2S-A) using compressors with mitigation would meet the proposed noise level limits at all residential locations. Mitigation requirements for the compressors are described in the required minimum mitigation measures section.

SR 520 Bridge Replacement and HOV Program 25 City of Seattle

Montlake Phase – North, South, and Center Lid Walls Modeled exterior nighttime noise levels for the construction of the Montlake structure are shown in Exhibit 15. The model included the construction activities for the North Lid Wall (identified as 5N-A), the South Lid Wall (identified as 5S-A), the Center Lid Wall (identified as Wall 5C-A), and construction of the Montlake lid adjacent to Montlake Boulevard E. Although each activity would occur over a period of three to four months, they would have different start dates, and are currently estimated by WSDOT to all overlap for approximately one month. Equipment used for each activity was estimated to include a hydraulic crane, crawler crane, concrete pump, two compressors, and five concrete trucks. Without mitigation, modeled noise levels would exceed the proposed Leq noise level limit at Site 7, and for a few residences near Site 4 and Site 7. The loudest constructed noise level is identified in Exhibit 16.

Compressors were the piece of equipment responsible for the nighttime Leq exceedances. Mitigation was evaluated for residences near Site 4 and Site 7.

EXHIBIT 15. EXTERIOR NIGHTTIME NORTH, SOUTH AND CENTER LID WALLS MODELED NOISE LEVELS WITHOUT MITIGATION

Leq L1 Modeled Noise Level Leq Modeled Noise Levels L1 Without Mitigation Proposed Noise Without Mitigation Proposed Noise Site (dBA) Level Limit (dBA) (dBA) Level Limit (dBA) 1 61 67 71 77 2 59 78 69 80 3 62 72 4 65 66 75 76 5 63 65 73 75 6 57 63 67 73 7 67 66 77 76 Max Unmitigated 69 near Site 4 66 (same as Site 4) 79 76 Location Note: Noise levels are hourly averages.

Modeled equipment locations were selected to represent noise levels when equipment is located nearest noise-sensitive receivers. Noise levels were also modeled using compressors with mitigation (Exhibit 16) to confirm that the contractor can reduce noise levels below the nighttime noise level limit for all residences. Exhibit 16 shows that areas that are expected to exceed the noise level limits, without mitigation, would meet the proposed noise level limits if compressors with mitigation were used during construction. Mitigation requirements for the compressors are described in the required minimum mitigation measures section. Exhibit 17 shows the construction activities for the North Lid Wall (identified as 5N-A), the South Lid Wall (identified as 5S-A), the Center Lid Wall (identified as Wall 5C-A), and construction of the Montlake lid adjacent to Montlake Boulevard E. The contractor could choose other mitigation measures as described in the compliance section below to reduce the noise level below the nighttime limits. The contractor will detail construction methods, schedule, and mitigation measures in their NMMP. Modeled equipment locations were selected to represent noise levels when equipment is located nearest noise- sensitive receivers.

26 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 16. EXTERIOR NIGHTTIME NORTH, SOUTH AND CENTER LID WALLS MODELED NOISE LEVELS WITH MITIGATION

L1 Leq Modeled Noise Modeled Noise Level Leq Levels With L1 With Mitigation Proposed Noise Mitigation Proposed Noise Site (dBA) Level Limit (dBA) (dBA) Level Limit (dBA) 7 62 66 72 76 Max Unmitigated 60 near 66 (same as Site 4) 70 76 Locations Site 4 Note: Noise levels are hourly averages.

Exhibit 16 shows that areas that are expected to exceed the noise level limits, without mitigation, would meet the proposed noise level limits if compressors with mitigation were used during construction. Mitigation requirements for the compressors are described in the required minimum mitigation measures section.

EXHIBIT 17. NORTH, SOUTH, AND CENTER LID WALLS CONSTRUCTION NOISE LEVELS WITH MITIGATION

SR 520 Bridge Replacement and HOV Program 27 City of Seattle

Nighttime modeled noise levels during construction of the North Lid Wall (identified as wall section 5N-A), the Center Lid Wall (identified as wall section 5C-A), and the South Lid Wall (identified as wall section 5S-A) using compressors with mitigation would meet the proposed noise level limits at all residential locations. Mitigation requirements for the compressors are described in the required minimum mitigation measures section.

Montlake Phase 3B – Demolition of Existing Montlake Blvd. E. Structure Demolition of the existing Montlake Boulevard E. structure is estimated to take one month. Equipment modeled during nighttime hours was estimated to include two excavators with crushers, three compressors, five dump trucks, one loader, fifteen debris trucks, and one excavator with thumb. Excavators with impact hammers would be used during daytime hours, but impact work is not allowed during nighttime hours; therefore, impact hammers have not been modeled during the nighttime. Modeled noise levels are shown in Exhibit 18. Without mitigation, modeled noise levels would exceed the Leq noise level limit at Site 7, the loudest constructed noise level is near Site 7. Compressors were the piece of equipment responsible for the nighttime Leq exceedance. Mitigation was evaluated for residences near Site 7.

EXHIBIT 18. EXTERIOR NIGHTTIME DEMOLITION OF EXISTING MONTLAKE BLVD E. STRUCTURE NOISE LEVELS WITHOUT MITIGATION

Leq L1 Modeled Noise Level Leq Modeled Noise Levels L1 Without Mitigation Proposed Noise Without Mitigation Proposed Noise Site (dBA) Level Limit (dBA) (dBA) Level Limit (dBA) 1 54 67 64 77 2 61 78 71 80 3 - 62 72 4 66 66 76 76 5 63 65 73 75 6 62 63 72 73 7 69 66 79 76 Note: Noise levels are hourly averages.

Noise levels were also modeled using compressors with mitigation, (Exhibit 19), to confirm that the contractor can reduce noise levels below the nighttime noise level limit for all residences near Site 7. Exhibit 20 shows the noise level contours and construction activities locations for demolition of the existing Montlake Boulevard E. structure with mitigation. Mitigation requirements for the compressors are discussed in the minimum mitigation section. Modeled equipment locations were selected to represent noise levels when equipment is located nearest noise-sensitive receivers. The contractor could choose other mitigation measures as described in the compliance section below to reduce the noise level below the nighttime limits. The contractor will detail construction methods, schedule, and mitigation measures in their NMMP.

28 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

EXHIBIT 19. EXTERIOR DEMOLITION OF EXISTING MONTLAKE BLVD E. STRUCTURE NOISE LEVELS WITH MITIGATION

Leq L1

Modeled Noise Level Leq Modeled Noise Levels L1 With Mitigation Proposed Noise With Mitigation Proposed Noise Site (dBA) Level Limit (dBA) (dBA) Level Limit (dBA) 7 60 66 70 76 Note: Noise levels are hourly averages.

Exhibit 19 shows that areas that are expected to exceed the noise level limits without mitigation would meet the proposed noise level limits if compressors with mitigation were used during construction. Mitigation requirements for the compressors are described in the required minimum mitigation measures section.

EXHIBIT 20. DEMOLITION OF EXISTING MONTLAKE BLVD E. STRUCTURE WITH MITIGATION

Nighttime modeled noise levels during the demolition of the existing Montlake Boulevard E. structure using compressors with mitigation would meet the proposed noise level limits at all residential locations. Mitigation requirements for the compressors are described in the required minimum mitigation measures section.

SR 520 Bridge Replacement and HOV Program 29 City of Seattle

Montlake Phase – Shaft Installation for WABS Non-impact shaft casing installation for the WABS structure construction is anticipated to take six months and would be the loudest activity along the WABS corridor. Nighttime noise levels were modeled near Site 3. Equipment modeled during nighttime hours include a crawler crane, two welders, a diesel generator, a drill rig, a vibratory pile installer, eight concrete trucks, and one concrete pump. Noise levels would be below the Leq noise level limit (Exhibit 21) without mitigation. No nighttime Leq exceedances are expected in this phase of construction, as modeled.

EXHIBIT 21. EXTERIOR NIGHTTIME SHAFT INSTALLATION FOR WABS

Leq L1

Modeled Noise Level Leq Modeled Noise Levels L1 Without Mitigation Proposed Noise Level Without Mitigation Proposed Noise Level Site (dBA) Limit (dBA) (dBA) Limit (dBA) 3 59 62 69 72 Note: Noise levels are hourly averages.

No mitigation would be needed to meet the proposed nighttime noise level limits for this phase of construction. Noise contours are shown in Exhibit 22. Modeled equipment locations were selected to represent noise levels when equipment is located nearest noise-sensitive receivers.

EXHIBIT 22. NIGHTTIME SHAFT INSTALLATION FOR WABS NOISE LEVEL CONTOURS

30 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Proposed Noise Mitigation Measures Required Minimum Mitigation Measures Key Takeaway The contractor will perform the following minimum mitigation WSDOT has updated and increased the measures to minimize nighttime construction noise, except in the case number of required noise mitigation measures in this updated noise variance of emergency, as defined by the Seattle Noise Control Ordinance application. (SMC 25.08.110), whenever the contractors work between 10 p.m. and 7 a.m. Monday through Friday, or between 10 p.m. and 9 a.m. Saturday through Sunday and legal holidays, and exceeds the local ordinance noise levels:  The contractor will meet the noise levels limits established in the noise variance.  The contractor will use broadband or strobe backup warning devices, or use backup observers in lieu of backup warning devices for all equipment, in compliance with Washington Administration Code, Sections 296-155-610 and 296-155-615. For dump trucks, if the surrounding noise level is so loud that broadband or strobe backup warning devices are not effective, then an observer must be used (WAC 296-155-610). This condition will apply to activity conducted between 10 p.m. and 7 a.m., Monday through Friday, and between 10 p.m. and 9 a.m. on Saturday, Sunday, and legal holidays. No pure-tone backup warning devices will be used after 10 p.m. and before 7 a.m. weekdays or 9 a.m. weekends and legal holidays.  The contractor will not conduct impact work, such as auger shaking, jack hammering and impact pile driving, during nighttime hours from 10 p.m. to 7 a.m. on weekdays and 10 p.m. to 9 a.m. on weekends and legal holidays.  The contractor will use compressors with a measured noise levels of 71 dBA at 50 feet or less for areas where modeling showed mitigation for compressors was needed to reduce noise levels below the noise level limit. The contractor will have an option to propose alternative mitigation methods providing equivalent sound attenuation, such as surrounding the compressor with a temporary noise wall or baffle system to meet the noise level limits.  The contractor will pave construction access roads and haul routes near residences where possible to reduce dust and noise.  The contractor will securely fasten truck tailgates.  The contractor will use sand, rubber or plastic lined truck beds for all haul-trucks to reduce noise, unless an exception is approved by WSDOT.  The contractor will not use compression brakes.  The contractor will not leave equipment to idle for longer than five minutes,  The contractor will use temporary noise mitigation shields, enclose, or use low noise-generating stationary equipment, such as light plants, generators, pumps, and air compressors near residences where practical.

SR 520 Bridge Replacement and HOV Program 31 City of Seattle

Additional Noise-Control Measures The contractor will submit to WSDOT an updated NMMP to reflect their specific construction means and methods and will detail the additional mitigation measures needed to meet the noise level limits established in the noise variance. Once WSDOT has reviewed and accepted the NMMP, the contractor will submit it to SDCI. Additional mitigation measures that the contractor could also use as necessary are listed below:  Equip nighttime surface equipment with high-grade engine-exhaust silencers and engine-casing sound insulation.  Use electric welders powered from utility main lines instead of gas, diesel, or internal combustion generators/welders. Key Takeaway  Use critical or double mufflers where practicable on WSDOT will coordinate any temporary noise barrier locations and sound machinery for off-road use, such as cranes. dampening drapes use with the contractor and nearby residences.  Use noise blankets, skirts, or other available means for mobile WSDOT heard through recent outreach equipment to mitigate noise that does not unreasonably with frontline neighbors that several interfere with the operation of the engine. residences do not want noise walls if they interfere with views, parking, and  Use temporary mobile noise barriers in the immediate vicinity aesthetics. of loud activities nearby residences.  Use temporary noise barriers.  Provide earplugs and white noise machines to residents near the project area.  Install temporary sound dampening drapes for residents.  Provide hotel rooms for residents during high impact or extremely noisy operations. Compliance Monitoring and Reporting Director’s Rule 3-2009, Section C.2, requires that WSDOT provide for an Independent Noise Monitor (INM), who may be an individual, firm, or contracted staff member within SDCI independent from the contractor whose responsibility is to oversee the monitoring of sound levels from construction covered by the MPPCNV and to report directly to the SDCI Coordinator for Noise Abatement. WSDOT plans to dedicate the resources needed to have a WSDOT trained inspector on-site to perform the duties of the INM. The contractor will update the Noise Monitoring Plan based on the NMMP submitted by WSDOT. The contractor will take noise measurements continuously during nighttime hours using automated noise monitoring equipment that is consistent with the American National Standards Institute Standards to Type 1 and that allows for remote access to real time results available to SDCI, WSDOT, and the contractor.

The noise monitoring equipment will have the capability to log continuous Leq and L1 sound levels and to initiate a recording of audio files when the Leq or L1 sound-level thresholds are exceeded. Sound level thresholds will be set at 5 dBA below the MPPCNV nighttime Leq and L1 noise levels limits. The Noise Monitoring Plan will identify the type and location of monitoring equipment, and will identify the INM. There will be a minimum of three noise monitoring stations placed at or near the residences affected by the Montlake lid construction when construction is occurring during nighttime hours. Generally, monitors

32 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application will be placed at 3 locations in the project area, one between Site 2 and Site 5, one between Site 1 and Site 7, and one between Site 4 and Site 6 at or near the residences closest to the nighttime construction work. A fourth monitor will be placed near Site 3 for the WABS construction during WABS construction. Monitors will be activated and relocated as appropriate to provide data for the nearest affected residences when nighttime construction occurs. If the monitoring equipment detects an exceedance of the MPPCNV nighttime noise level limits, or if a caller to the hotline has a noise-related complaint and requests additional information, the INM will be notified. The INM will be on-site during all periods of scheduled night work. If the INM receives a complaint call during nighttime work hours, the INM will notify the contractor and other WSDOT inspection staff on the job, perform a site inspection within 60 minutes of receiving the complaint, conduct short-term noise measurements (minimum 15 minutes per location) while on-site to confirm whether an exceedance of the MPPCNV sound-level limits is occurring, and investigate potential work modifications to resolve the complaint. INM’s regular duties include, but are not limited to:  Coordinating with WSDOT and contractor’s night time crews about planned work operations.  Coordinating with WSDOT Communications Team and Ombudsman on any updates or concerns from neighborhood and residents.  Coordinating with SDCI on any questions or concerns from the City regarding project noise.  Conducting nightly verification of fixed noise monitoring stations with hand held noise monitor to validate noise monitoring results from the fixed locations.  Conducting regular spot-check noise monitoring at various locations of the project site with hand held monitor.  Addressing noise exceedances and monitoring alarms in the field. The Noise Monitoring Plan will also include a provision to generate weekly and annual reports that are required as part of Director’s Rule 3-2009. The reports will be provided to SDCI and will include any monitored Leq and L1 exceedances, noise complaints logged in the program database, and work modifications completed to resolve complaints. The reporting structure for noncompliance or a noise complaint is detailed in Exhibit 23. The weekly reports will be publicly available on-line.

SR 520 Bridge Replacement and HOV Program 33 City of Seattle

EXHIBIT 23. REPORTING STRUCTURE FOR NON-COMPLIANCE Monitoring equipment detects an exceedance or hotline receives a complaint. INM notified immediately

INM alerts contractor of the complaint or exceedance

INM performs a site inspection and confirms exceedance within one hour of notification

INM investigates potential work modifications to resolve the complaint with contractor

INM notifies SDCI of the exceedance or complaint within 24 hours of notification

INM logs exceedance or complaint in the weekly reports that are provided to SDCI.

34 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Public Outreach and Community Involvement WSDOT believes public involvement is essential to a project’s development and has implemented a comprehensive and ongoing public involvement program for the SR 520 Bridge Replacement and HOV Program. During construction of the Montlake Phase, WSDOT’s communications team, in coordination with the City of Seattle and the selected contractor, will provide up-to-date information on construction activities and construction noise to neighbors and stakeholders. WSDOT’s approach to construction communications and descriptions of the various communications tools and activities are included below. WSDOT will keep the public informed of construction activities, promote two-way communication with the community, and work to minimize construction impacts. As part of preparing for construction in the Montlake area in 2018, WSDOT has hired a full time SR 520 Ombudsman to support WSDOT’s commitment to public involvement. The SR 520 Ombudsman serves as a strategic liaison between WSDOT, the Seattle communities affected by construction of the new SR 520 corridor, and the elected officials who represent these communities. More information is available on the Ombudsman page of the SR 520 website. The key elements of the Montlake Phase communications plan are outlined below. Written Materials WSDOT uses a variety of written materials to provide advance notification and keep people informed of construction activities. All written materials have program contact information, including the email address, website, and the 24-hour live telephone construction hotline number. Examples of these types of materials include:  Fact sheets to provide background information for the type of work occurring and project benefits.  Fliers which are often delivered door-to-door when there are localized construction impacts.  Mailers which are sent to neighbors in compliance with permitting requirements. In-person Public Engagement Activities WSDOT provides a wide range of opportunities for community members to connect face-to-face with SR 520 Program staff. These opportunities provide an additional way for the public to voice questions and concerns regarding the SR 520 Program. Recent in-person events and meetings  WSDOT hosted monthly public construction meetings in advance of and throughout the construction of the West Approach Bridge North.  In preparation for the Montlake Phase nighttime noise application, WSDOT hosted a public meeting on 2/28/17 to provide an opportunity for community members to learn about the application process and share concerns about construction noise for the Montlake Phase.  The SR 520 Program attended the University District Street Fair and the Fremont Fair in May and June 2017 as part of broader community outreach.

SR 520 Bridge Replacement and HOV Program 35 City of Seattle

Planned and ongoing in-person events and meetings  Pre-construction outreach with the future project contractor prior to the beginning of major construction activities.  Public construction meetings provide timely updates on construction progress and upcoming activities throughout Montlake Phase construction.  SR 520 Program briefings provided to community groups as requested.  During established hours, a Montlake Phase storefront will serve as an in-person location for neighbors to receive answers to construction-related questions. The Montlake Phase storefront is the first of its kind for the SR 520 Program. Online and Electronic Communications WSDOT uses a combination of the following online and electronic communications to keep community members informed of upcoming and ongoing construction activities:  WSDOT maintains an electronic mailing list, and regular e-mail updates are sent to provide status updates and information on current activities.  The project website is updated regularly and provides the latest design and construction information.  WSDOT collaborates with other agencies and organizations to provide information in their respective e-mail updates or websites.  SR 520 social media accounts are maintained on Twitter, Flickr, and YouTube.  The 24-hour live telephone construction hotline will be maintained for the Montlake Phase project. Real-time responses to immediate concerns and updates of the project status and current construction activities and impacts will be provided.  During business hours, community members may contact the SR 520 Program Information Line for non-urgent, general project information.  Detailed responses will be provided to emails received via the project e-mail address.  Highway advisory radio, variable message signs, active traffic management signs, and project identification signs will be used as needed. Media Relations and Social Media WSDOT is able to reach a wide range of public located along the SR 520 corridor through the following means of mass communication:  Community blogs and newspapers  Regional print and broadcast media outlets  Regular use of Twitter and Flickr social media accounts

36 SR 520 Bridge Replacement and HOV Program Revised Major Public Project Construction Noise Variance Application

Frontline resident outreach In addition to the above mentioned communications and outreach methods, WSDOT is continuing to collaborate with frontline neighbors to identify and implement measures in an effort to minimize SR 520 construction effects. WSDOT initiated this level of tailored outreach during the West Approach Bridge North construction phase and worked with neighbors to identify and implement the following measures:  Offered air conditioning in July 2015 resulting in the installation of air conditioning units in a frontline neighbor’s home in August 2015 and issuance of stipends for electricity reimbursement. Also installed air conditioning units in a second neighbor’s home in May 2017.  Installed a temporary noise monitor onsite, adjacent to neighbors, in June 2016.  In September 2016, offered neighbors the installation of Connex storage boxes along the construction site perimeter to further shield the neighborhood from construction activity noise prior to construction work moving closer to the area. The neighborhood declined this option in November 2016.  Responded to and investigated hotline calls and email comments addressed to WSDOT. WSDOT has continued outreach efforts with frontline neighbors as we prepare for Montlake Phase construction. Approximately 68 residences have right of way that touches WSDOT’s SR 520 corridor right of way and will be directly affected by nighttime noise. Our recent outreach with neighbors living adjacent to the SR 520 highway has resulted in the following, key best management practices that WSDOT will employ in the Montlake Phase construction:  Installing construction screening and vegetation to help shield neighbors from construction. WSDOT plans to install the screening along the WSDOT right-of-way adjacent to the Shelby/Hamlin neighborhood, as well as south of the eastbound SR 520 on-and off-ramp in Montlake. Some of this vegetation will be planted later this year.  Paving of access roads where possible to reduce dust and noise.  Prohibiting the contractor from parking in residential areas, and working with the contractor to identify off-site parking for the contractor.  Requiring the contractor to develop and adhere to a construction area management plan which will include the procedures and policies for staging site operations. Included topics could include: delivery procedures, guidelines for lighting, dust control, site cleanliness, parking, and methods to limit “nuisance noise”.

SR 520 Bridge Replacement and HOV Program 37 City of Seattle

Conclusion

WSDOT is completing the application process for a nighttime noise variance because construction crews will work at night within the City of Seattle limits during the Montlake Phase. Nighttime construction work is necessary to avoid disrupting weekday traffic and to provide a safe environment for construction crews and the traveling public. Since nighttime work will be required, WSDOT would receive this variance from SDCI to set limits on the noise levels for nighttime construction activities. The noise limits proposed in this updated noise variance application for the Montlake Phase are based on WSDOT and SDCI noise variance coordination efforts which started in fall 2016 and a review of prior SDCI decisions on MPPCNV applications, tailored specifically for major public construction projects, from agencies including WSDOT, Sound Transit and the Seattle Department of Transportation. By applying for a nighttime noise variance, WSDOT is complying with City of Seattle noise code for major public projects. The SR 520 program is enhancing safety by replacing the highway’s aging bridges and keeping the region moving with vital highway and transit facility improvements throughout the corridor. WSDOT understands that constructing this project in a dense, urban environment has an effect on those who live, work, travel, and play in the Montlake neighborhood. This variance requires WSDOT to implement nighttime noise limits, requires our contractor to implement noise-control measures, and ensures appropriate monitoring and enforcement of our nighttime construction activities, while also ensuring the safety of the public and our crews.

38 SR 520 Bridge Replacement and HOV Program

APPENDIX C Tree and Vegetation Management and Protection Plan (TVMPP)

Page 36

SR 520 Montlake to Lake Washington – I/C and Bridge Replacement

Request for Proposal February 28, 2018

Appendix E11 Tree and Vegetation Management and Protection Plan (TVMPP)

Tree and Vegetation Management and Protection Plan SR 520 Montlake to Lake Washington Interchange and Bridge Replacement Project (SR 520 Montlake Phase)

October 4, 2016 Update

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 1 OF 22 OCTOBER 4, 2016 UPDATE

Table of Contents

Acronyms and Abbreviations ...... 3 I. Executive Summary ...... 4 II. Tree and Vegetation Management and Protection Plan Overview ...... 5 Purpose ...... 5 Timeline and Process ...... 5 Implementation ...... 5 III. SR 520 Montlake Phase Overview ...... 6 IV. Environmental Compliance ...... 7 Shoreline Decision Requirements ...... 7 Other City Regulations ...... 8 V. TVMPP Development and Coordination Process ...... 10 Tree Monitoring ...... Error! Bookmark not defined. 2009 Tree Inventory ...... 10 Stakeholder Commitments ...... 10 SR520 Montlake Phase ...... 12 VI. SR 520 Montlake Phase Tree and Vegetation Protection Implementation .. 13 Montlake Phase– Technical Requirements by Vegetation Management Area ...... 13 VII. References ...... 17

Appendices

Appendix A Maps ...... 18

List of Exhibits

A-1 Environmental Critical Areas Map ...... 18 A-2 Project area Map and Management Areas ...... 19 A-3 Montlake Management Areas ...... 20 A-4 Lake Washington Boulevard and WSDOT Peninsula Management Areas ...... 21 A-5 Foster Island Management Area ...... 22

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Acronyms and Abbreviations

ABGC Arboretum and Botanical Garden Committee CCMP Community Construction Management Plan DBH Diameter (of tree trunk) at breast height DCI City of Seattle Department of Construction and Inspection DPD City of Seattle Department of Planning and Community Development ECA Environmental Critical Areas GPS Global Positioning System HVF High Visibility Fencing Montlake Phase Montlake to Lake Washington – Interchange and Bridge Replacement Project MOU Memorandum of Understanding MUP Master Use Permit SDOT Seattle Department of Transportation SMC Seattle Municipal Code TVMPP Tree and Vegetation Management and Protection Plan UW University of Washington WABN West Approach Bridge North WABS West Approach Bridge South WSDOT Washington State Department of Transportation

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I. Executive Summary

WSDOT has developed this Tree and Vegetation Management and Protection Plan (TVMPP) as part of the SR 520 Montlake to Lake Washington – Interchange and Bridge Replacement Project (SR Montlake Phase) Community Construction Management Plan (CCMP) and to comply with Condition 10 of the City of Seattle (Seattle) Department of Construction and Inspections (DCI) Shoreline Decision (decision) for Project 3012587 (and Master Use Permit [MUP] revision request #3025160)– SR 520 West Approach. The Montlake Phase is one construction phase of the SR 520, I-5 to Medina: Bridge Replacement and HOV Project (I-5 to Medina Project), and the second phase of the West Approach Project authorized under MUP 3012587. This TVMPP update focuses on the Montlake Phase, which is the first phase of the I-5 to Lake Washington enhancements of the SR 520 corridor. I-5 to Lake Washington received full funding through the Connection Washington funding package in 2015. The remaining work will be delivered in three construction phases. The purpose of the TVMPP is to describe the standards and project-specific best management practices that will be used as guidance to preserve and protect trees and vegetation within the limits of project construction. The TVMPP presents a variety of methods for minimizing effects on trees and vegetation during construction and establishes an implementation and tracking plan to ensure that the best practices are followed. To accomplish this, the plan identifies areas of mature tree removal, protection, and restoration, including areas temporarily dedicated to construction. Input from the City of Seattle and key stakeholders was considered in developing the TVMPP. WSDOT will submit the TVMPP to these stakeholders prior to construction. WSDOT will submit the TVMPP to Seattle DCI to support a request to modify the MUP that was issued for the West Approach Project in March 2014. During construction, WSDOT will adhere to the TVMPP and notifies neighborhoods prior to construction activities per the Montlake Phase Community Construction Management Plan (CCMP).

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II. Tree and Vegetation Management and Protection Plan Overview

Purpose

This TVMPP has been prepared to comply with Condition 10 of the City of Seattle (City) Department of Construction and Inspections (DCI) Shoreline Decision (decision) for Project 3012587 – SR 520 West Approach. The purpose of the TVMPP is to describe the standard and project-specific best management practices that will be used as guidance to preserve and protect trees and vegetation to the extent feasible within the limits of construction of the Montlake Phase (further described in Section III). This plan presents a variety of tools for protecting trees and vegetation during construction. To accomplish this, the TVMPP identifies subareas within the project where mature trees will either be removed or require protection and restoration. The TVMPP reflects input WSDOT received through previous discussions with the City, University of Washington (UW), and Arboretum and Botanical Garden Committee (ABGC), as described further in Section V.

Timeline and Process

This is the first update of the TVMPP, the original version having been developed for the West Approach Bridge North (WABN) Phase of construction in October 2013. The project team developed a draft outline as the first step toward developing the TVMPP. The outline was reviewed with the City before WSDOT began to draft the original TVMPP. The TVMPP has been developed through coordination of the SR 520 permitting and design teams and is one component of the September 2013 Master Use Permit submittal to DCI. This TVMPP update focuses on the Montlake Phase; the first of three funded phases to complete the I-5 to Lake Washington section of the SR 520 corridor. WSDOT is submitting this version of the TVMPP to Seattle DCI as part of the Master Use Permit revision request for the Montlake Phase of construction scheduled to begin in 2018.

Implementation

The TVMPP documents WSDOT’s plans to protect and restore trees and vegetation during construction.

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III. SR 520 Montlake Phase Overview

Background

The SR 520 Montlake Phase is one construction phase of the SR 520 Bridge Replacement and HOV Program. The SR 520 Program’s 12.8-mile-long corridor area begins at I-5 in Seattle and extends to SR 202 in Redmond. The SR 520 Program also includes the Pontoon Construction Project, the Medina to SR 202: Eastside Transit and HOV Project, the Floating Bridge and Landings Project and the West Approach Bridge North Project. In 2015, WSDOT received full funding through the Connecting Washington package for the I-5 to Lake Washington Project. This project will complete WSDOT’s enhancement of the SR 520 corridor. The remaining work will be delivered in three project phases. The Montlake Phase is the first of these three phases.

SR 520 Montlake Phase Description

The SR 520 Montlake Phase includes the construction of the West Approach Bridge South (WABS), Montlake lid and interchange, and Montlake bicycle / pedestrian land bridge. Construction of this first phase of the I-5 to Lake Washington Project is expected to begin in 2018. The WABS will connect eastbound traffic from Montlake to the new floating bridge. It will also feature a dedicated transit/HOV lane that connects these facilities to the floating bridge and, in turn, to the eastside SR 520. Implementation of this phase also includes removal of the existing eastbound Lake Washington Boulevard on-ramp, and construction of an improved Montlake interchange. The new Montlake interchange, including a lid, will include direct-access for transit and HOV in addition to new bicycle and pedestrian connections to existing regional and local trails and routes. The Montlake lid will be a hub for local and regional transportation connectivity, and will include multifunctional open spaces, urban trails, undercrossings, a regional shared-use path and transit connections. A new land bridge, to the east of the lid, will be a bicycle/pedestrian path over SR 520 that provides a north-south connection across the highway between the Arboretum and points north of the SR 520 corridor. The Montlake Phase also features the construction of stormwater treatment facilities that capture and naturally filter and treat highway runoff. The project design team has undertaken a process by which all of the various commitments made by the SR 520 Program through the environmental process will be implemented throughout various phases of design and construction. A multi-disciplinary team has inventoried all commitments and identified the process, tool, or product that is appropriate for the implementation of the commitment.

Construction Schedule

Montlake Phase construction is scheduled to begin in 2018. Compliance with environmental permits will restrict the construction schedule for when some activities, such as in-water pile driving, can occur. WSDOT anticipates completing construction of the new WABS structure, Montlake lid interchange and land bridge within four to five years of beginning construction.

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IV. Environmental Compliance

WSDOT has applied for, and received, various environmental permits and authorizations from federal, state, and local regulatory authorities for the I-5 to Medina Project. Vegetation management is related to compliance with permit regulations as they pertain to natural resource and water quality protection. At the federal and state levels, the I-5 to Medina Project must comply with the vegetation management provisions of the following authorizations: • National Environmental Policy Act compliance with the Federal Highway Administration and cooperating agencies • National Historic Preservation Act Section 106 Consultation with the Department of Archaeology and Historic Preservation • Endangered Species Act Section 7 Consultation with the US Fish and Wildlife Service and NOAA’s National Marine Fisheries Service • Department of the Army Permit issued by the Corps of Engineers • Water Quality Certification Order issued by the Washington State Department of Ecology • Hydraulic Project Approval issued by the Washington Department of Fish and Wildlife As part of the shoreline permit approval process, the project must also comply with the local City of Seattle tree protection policies and regulations as described below:

Shoreline Decision Requirements

The West Approach project was conditionally granted approval through the shoreline decision. The TVMPP has been developed to satisfy Condition 10 of SDCI’s decision 3012587, which reads as follows: As part of the Community Construction Management Plan process, and as agreed to in the signed MOU between the State and the City of Seattle, WSDOT will develop a Tree and Vegetation Management and Protection Plan (TVMPP). The final TVMPP will be developed and implemented prior to construction. The plan will be developed in collaboration with the City, neighborhoods, and organized groups, such as the ABGC, and will address areas of the corridor where specific trees and or vegetation are to be removed or disturbed as part of the construction or resulting project improvements. The plan will identify areas of mature tree removal, protection, potential relocation, and restoration of project areas including areas temporarily dedicated to construction, including staging and lay down areas. The goal of the plan is to minimize effects on trees where feasible. WSDOT will ensure that contractors adhere to the plan, notify neighborhoods prior to impacts, and that tree and vegetation removal would only occur at the approximate time required for construction. A DPD planner or designated representative shall be a participant in this process. Development of the TVMPP is required prior to WSDOT obtaining the modification to the Master Use Permit necessary for the construction of the Montlake Phase.

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Other City Regulations

As part of the shoreline permit approval process, the project must also comply with city tree protection regulations contained in Seattle Municipal Code (SMC) Title 25 for all trees within Seattle’s shoreline jurisdiction. These regulations include the Environmental Critical Areas (ECA) Ordinance and the Tree Protection Ordinance. The project will also comply with the Seattle Department of Transportation’s (SDOT) Street Use Ordinance (SMC Title 15) for street trees within City of Seattle right-of-way. Exhibit A- 1 graphically portrays where these three ordinances have jurisdiction and will be applied within the boundaries of the project limits. SMC 25.09 - Environmental Critical Areas Ordinance Project construction activities occur in environmentally critical areas, which triggers SMC 25.09. This ordinance applies to development (defined in Section 25.09.520) that is carried out by any person on publicly or privately owned parcels containing an environmentally critical area or buffers. For trees located within ECAs or ECA buffers the SR 520 project will: • Characterize and mitigate impacts to trees, per ECA provisions. The project will provide mitigation equal in function to those functions that are lost. • Plant new trees at a standard density to the extent possible in order to provide for ecological function. Specific mitigation ratios, acreage amounts, plant types and plant spacing information are included in the SR 520 project ECA report. • Restore onsite temporary impacts as a part of the Montlake Phase construction contract package. Offsite compensatory mitigation will be executed under separate construction contracts. SMC 25.11 - Tree Protection Ordinance SR520 Montlake Phase construction activities do not trigger Tree Protection Ordinance SMC 25.11 because these activities do not occur on undeveloped lots, which is the jurisdiction of SMC 25.11. The code does encourage the preservation of trees in general and exceptional trees in particular. SMC Title 15 - Street Use Ordinance SR520 Montlake Phase construction activities will trigger SMC Title 15 and require a Street Use permit from the Seattle Department of Transportation. The ordinance authorizes and defines Seattle's policy of retaining and preserving street trees in public places whenever possible. Accordingly, any work affecting street trees that are under the jurisdiction of the Seattle Department of Transportation (authorized by Section 15.43.010) requires a street use permit. Street tree removal is only permitted by the Seattle Department of Transportation Director under certain well-defined conditions, one of which is when a street tree cannot be successfully retained because it conflicts with public construction activities. Removal of any trees within SDOT’s right-of-way will be subject to the requirements and conditions of a City of Seattle Street Use permit. The three areas within the SDOT right-of-way that are affected by the SR520 Montlake Phase are East Park Drive East in the Shelby-Hamlin neighborhood, Montlake Boulevard East and East Lake Washington Boulevard (Exhibit A-2 and A-3). No trees are planned to be removed along East Park Drive East.

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Approximately four or five trees on the north side of East Lake Washington Boulevard will be affected by utilities work and may be affected. To the extent possible, the removed street trees will be replaced with the same species as that being removed, species identified during the 2016 SR 520 West Approach Bridge/Montlake lid Technical Working Group process, or a species from the approved tree list, or with a tree approved by the Director. The replanting will be consistent with the standards in the Street Tree Manual, as site conditions allow.

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V. TVMPP Development and Coordination Process

This section describes the process through which the TVMPP was developed, including WSDOT’s work to identify and monitor trees in the project area, coordination with stakeholders related to protecting trees and vegetation, and commitments through the Montlake Phase design process.

2009 Tree Inventory

Trees were identified by a tree survey performed in 2009 as part of the environmental impacts assessment process. Using hand-held GPS, project biologists located trees with trunk diameter at breast height (DBH) greater than or equal to six inches. Survey data include location, DBH, and species and genus (if possible) for each tree. Specimen trees within the inventory were identified by information from the Washington Park Arboretum.

Stakeholder Commitments

WSDOT has coordinated with several external stakeholders and stakeholder groups throughout the environmental process for the I-5 to Medina Project (Project). Vegetation management is also addressed through WSDOT’s commitments with external stakeholders during that process and documented through various plans and agreements.

Cultural and Historic Mitigation

Section 106 of the National Historic Preservation Act is the primary driver behind cultural and historic mitigation commitments related to vegetation management. A Programmatic Agreement, developed through consultation with affected stakeholders, includes the following key components related to tree and vegetation management: • Consult with the Arboretum Botanical Garden Committee (ABGC) and the affected tribes on a planting plan. • Re-vegetate WSDOT right-of-way on Foster Island with native vegetation of ethnobotanical significance to affected tribes. The WSDOT contracted plant establishment period would extend for a period of years to be determined through consultation. • Select planting materials [for Foster Island] from an ethnobotanical list provided by the Muckleshoot Indian Tribe; • Use planting materials on Foster Island that are consistent with historic and documentary research performed as part of the ethnographic study, which identified types of vegetation present on Foster Island historically. • To the maximum extent practicable, avoid placement of temporary work bridges and other short-term construction features where they would require permanent removal of or would damage mature trees. • Conduct vegetation management, including provisions for:

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o Protecting trees and other screening vegetation adjacent to construction work areas from construction impacts o Replacing removed trees following City of Seattle street tree standards (see below for the standards). o Monitoring of adherence to these commitments • Development of the CCMP. This document, also under development for the Montlake Phase, describes anticipated construction effects, applicable commitments, and possible best practices and tools to minimize the effects of construction on local communities (including the development of this TVMPP).

Per the commitments outlined in the Programmatic Agreement, and to fulfill Section 4(f) and 6(f) obligations described below, WSDOT coordinated with the ABGC and consulting tribes on restoration of native vegetation in the Foster Island portion of the project area.

Parks Mitigation

Section 4(f) of the Department of Transportation Act and Section 6(f) of the Land and Water Conservation Fund Act require mitigation for affected park resources. WSDOT coordinated with various stakeholders, including the ABGC, Seattle Parks and Recreation, SDOT, UW, and the Arboretum Foundation, to identify mitigation for effects to park resources. This coordination process resulted in a cooperative agreement between WSDOT, the ABGC , Seattle Parks and Recreation, SDOT, UW, and the Arboretum Foundation (GCB 1182), executed in January 2013, describing mitigation actions specific to the Washington Park Arboretum, including coordination with tribes and the ABGC related to Foster Island. Further coordination related to improvements to the Foster Island undercrossing and surrounding area has also included discussion of tree and vegetation protection. Feedback from the tribes and ABGC representatives has included: • Replant with native plants of tribal significance, to be identified in coordination with the tribes. • Integrate plantings within WSDOT right-of-way with adjacent shoreline mitigation plantings. Minimize tree and vegetation removal on Foster Island as much as possible; use low-impact equipment for removing trees and vegetation. • Minimize impacts to the bald cypress strand on Foster Island, as these trees are an important part of the Arboretum. The feedback received from the tribes and ABGC representatives participating in this coordination process were reflected in the design concepts developed for the Foster Island undercrossing and surrounding areas.

Other stakeholder feedback

The project team met several times during 2013 with the urban design subgroup of the Seattle Technical Working Group to discuss design goals and options for Canal Reserve and the MOHAI/East Montlake Park area. As a result of these discussions:

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• Large trees would be planted just inside East Montlake Park along East Park Drive East to contribute to Seattle urban forest goals and the character of the Shelby-Hamlin neighborhood. • The upper MOHAI parking lot would be converted to a grassy (lawn) open area surrounded by shrubs and small trees. This landscaping would act as an attractive street end consistent with the character of the neighborhood and screen the Hamlin residences. • Portions of East Montlake Park affected by construction will be returned to its original condition (open and grassed) when construction was finished. • The safety fencing around a pre-settling cell, if included in the final design, would either be of an attractive, park-appropriate design or screened by vegetation.

SR520 Montlake Phase

This version of the TVMPP focuses on the West Approach Bridge South and Montlake Interchange (Montlake Phase), which is fully funded for construction. This TVMPP will be updated for the subsequent phases as they approach construction. This updated TVMPP is intended to continue to satisfy the commitment originating with the CCMP process and to satisfy the City’s shoreline decision condition 10. As stated in the overview, this TVMPP documents the mechanisms that WSDOT will use in implementing vegetation management during construction of the Montlake Phase. These mechanisms are further discussed in the subsequent implementation section. Community coordination and public outreach specific to the Montlake Phase builds off of efforts previously undertaken prior to starting WABN project construction. Coordination and outreach specific to the scope of the Montlake Phase was initiated in March 2016 with interested stakeholders including City of Seattle staff, Seattle Design Commission, and community members via public meetings and briefings, online material review opportunities, phone calls and email responses, frontline neighbor outreach, and a variety of other public involvement tools. Coordination with stakeholders and corresponding refinements related to these plans are scheduled to be ongoing up to the RFP publication date in spring 2017. Coordination on both CCMP and TVMPP development will continue with the City of Seattle throughout the MUP process and as future community coordination occurs related to the CCMP.

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VI. SR 520 Montlake Phase Tree and Vegetation Protection Implementation

This section discusses the means and methods available for ensuring that trees and vegetation will be protected during the Montlake Phase construction.

Montlake Phase– Technical Requirements by Vegetation Management Area

These technical requirements were written for the conditions and activities specific to the areas affected by the Montlake Phase construction. The vegetation management areas are geographically distinct landscapes with unique uses and landscape character (Exhibit A-2). A management area may have more than one vegetation protection zone. Working with individual vegetation management areas enables WSDOT to take a context-sensitive approach to tree and vegetation protection while keeping track of its special details.

Old Canal Reserve

Old Canal Reserve is about a one acre piece of land that contains mature and specimen trees of species such sequoia, cedar, pine and spruce (Exhibit A-3), some of which were planted by the Arboretum (BOLA 2003). The trees include ornamentals and fruit trees, some of which have been removed as part of the WABN project. Groves of very mature sequoias and pines line the alley and screen the backs of the houses north of the alley. For the Montlake Phase an off-ramp for westbound traffic to Montlake Boulevard, a regional shared use path and a sidewalk connection to Montlake Boulevard will be constructed in the south and central areas of Canal Reserve. As a result of construction activities, the critical root zones of existing trees remaining in the Old Canal Reserve will be impacted, likely requiring remaining trees to be removed. Landscaping goals and requirements Revegetation will entail planting of new trees, shrubs, groundcover and seeding the areas along the new sidewalk, regional shared-use path and the newly exposed slopes along the off-ramp to match the existing condition.

Former MOHAI site – McCurdy Park

McCurdy Park and the former site of the Museum of History and Industry (MOHAI) are on the eastern portion of what was once the greater canal reserve area. The property (about one and one quarter acre) is currently the primary staging area for the construction of the WABN project (Exhibit A-2). A Japanese Laceleaf Maple was listed as a heritage tree (now called “exceptional” tree), and it was previously relocated. The property is bounded on the east by the shoreline of Union Bay, an environmentally sensitive area. For the Montlake Phase, a permanent constructed stormwater treatment facility will be built into the slope just north of the former MOHAI building and parking lot. An off-ramp and regional shared-use

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path will be constructed in the south portion of the former MOHAI building and parking lot. There will continue to be one protection zone, which is the shoreline and Arboretum Waterfront Trail trailhead. During the construction of the WABN project all of the trees in this management area were removed for the new roadway, off ramp, and regional shared-use path for cyclists and pedestrians. Remaining trees within this management area near the shoreline are not anticipated to be affected by subsequent phases of construction.

Landscaping goals and requirements The landscape goals for the Montlake Phase are to create a low maintenance, self-sustaining landscape that is compatible with the recreational uses and the residential setting around the facility. The Montlake Phase facility will be planted with robust shrubs, grass, and low-growing ground covers. Trees will be planted for aesthetic purposes and to balance the scale and character of new project features with the park and shoreline.

East Montlake Park

East Montlake Park is a grassy, open park bordered by East Park Drive East to the west, the former MOHAI parking lot to the south, and dense stands of alders, cottonwoods, and birches along the shorelines to the east and north. The Shelby-Hamlin neighborhood is to the west, with sweetgum and linden street trees (Exhibit A-3). On-street parking and a permanent 14-foot wide path/driveway will be added as part of the WABN project in addition to a 6-feet wide sidewalk along the East Park Drive parking. Several street trees will be planted as part of the WABN project along the east side of the new sidewalk. There are three vegetation protection areas. The first is along the wetland buffer boundary on the north, the second is the shoreline buffer boundary on the east and the third is the area immediately around the street trees associated with the new on-street parking. During the Montlake Phase construction the south portion of East Montlake Park will be used for construction staging and constructing the stormwater facility and a new permanent path linking East Park Drive East to the land bridge and regional shared use paths. No trees are planned to be removed, but trees along the east shoreline near the Arboretum Waterfront Trail trailhead may be removed or pruned during construction of the permanent stormwater facility. This area should not be affected by future phases because the decision was made to limit construction effects to once-in/once out in order to minimize impacts on the neighborhood.

Landscaping goals and requirements The landscaping goals for the Montlake Phase are to return the area to its original character as an open, grassy park, with the addition of a few street trees for the neighborhood and infill planting along the shoreline to enhance the buffer.

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Lake Washington Boulevard and WSDOT Peninsula

Lake Washington Boulevard, in the project area, is a tree-lined roadway of historic character that connects the University of Washington and the Arboretum (Exhibit A-4). The boulevard has its own vegetation management plan, which this TVMPP will refer to and uphold. Construction of utilities for the WABN project removed several trees along the north side of East Lake Washington Boulevard near 24th Avenue East. The Montlake Phase will have little additional effect on the boulevard other than the removal of a few trees near its terminus at Montlake Boulevard East for a temporary Montlake Boulevard East detour. There are two protection areas: one enclosing the wetland and buffer at the north end of the peninsula and the second is a small grove of trees at the south end of the peninsula. During construction of the Montlake Phase, the WSDOT Peninsula will likely be used for construction staging. Trees directly adjacent to the boulevard will be left in place to screen views of construction activities from houses facing east. This vegetation management area is likely to be used for staging for future phases of the Program.

Landscaping goals and requirements The landscaping goal for the Montlake Phase construction is to return the peninsula to a grassy, open recreation area, as it currently is. The trees removed for the Montlake Phase will not be replaced during the Montlake Phase because the WSDOT peninsula will likely be used for construction staging in future phases. The long-term landscape plan is to implement a plan developed by the ABGC and Seattle Parks and Recreation that will create a park-like landscape consistent with the Arboretum’s use and character. This landscaping will be installed by Seattle Department of Parks and Recreation after SR 520 projects have been completed. The wetland and buffer at the north end of the peninsula will receive enhancement planting to bolster the function and quality of the area. Restoration of East Lake Washington Boulevard landscaping near the Montlake interchange will be completed as part of the Montlake Phase construction. The landscaping will include planting of trees along the north side of the boulevard immediately south of SR 520 and the installation of a center median with a row of trees between 24th Avenue East and Montlake Boulevard.

Montlake Boulevard East

Montlake Boulevard East, in the project area, is a tree-lined boulevard of historic character that connects the University of Washington and the Montlake neighborhood south of SR 520(Exhibit A-4). Construction of the Montlake Phase will remove several trees in the center median and eastern planter strip between SR 520 and East Hamlin Street. In addition, a few trees south of SR 520 along the eastern side of the boulevard may be removed for sidewalk improvements. Provision for one protection area is provided for existing street trees along the western side of Montlake Boulevard north of SR 520. Landscaping goals and requirements Restoration of Montlake Boulevard landscaping near the interchange will be completed as part of the Montlake Phase construction. The landscaping will include replanting of trees in medians, planter strips

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and on either side of the boulevard as new landscaped lid crosses over SR 520. Trees south of SR 520 may be replanted within tree pits as space allows.

Foster Island

The existing SR 520 roadway crosses Foster Island, a wooded park with walking paths that lead to shoreline swimming, picnic areas and hand-carried boat launches, where the north and south islands meet. (Exhibit A-5). The Montlake Phase will affect only the south island. Within the Montlake Phase construction limits are mature ash, black cottonwood, and red alder trees. To the east and west are shrub-scrub and forested wetlands, and beyond that are emergent wetlands. The wetlands on the east (LWN-1) have a collection of ten bald cypress trees that are special for the Arboretum. There are two bald cypresses in the west wetland (LWN-3). There will be no permanent Montlake Phase structures left on Foster Island other than the piers and columns required to hold the WABS bridge. There is one vegetation protection zone within the Foster Island management area established during WABN construction that will remain in place during the Montlake Phase for protection of bald cypress trees in open water east of the north island. The limits of construction will also be marked with high visibility fencing to protect the north island woodland landscape that abuts the project boundary. The Foster Island management area will not be affected by future phases.

Landscaping goals and requirements The landscaping goals for south Foster Island are a sustainable, safe, and park-like landscape that encourages through-movement. This is to be achieved by using native and ethno-botanical plant species, nurse logs, and stones that model the appearance of the floor of a forest under WABS and a naturalistic landscape where the temporary work bridges were consistent with those installed with WABN. This will be bolstered by the required 10-year monitoring period for the scrub-shrub wetlands and buffers and three-year monitoring period for the emergent wetlands.

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 16 OF 22 OCTOBER 4, 2016 UPDATE

VII. References

BOLA Architecture + Planning. “Washington Park Arboretum Historic Review.” September 2003. WSDOT. Westside Final Tree Inventory Technical Memorandum. June 23, 2009.

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 17 OF 22 OCTOBER 4, 2016 UPDATE

Appendix A Maps

Note: Exhibit to be updated in the future as required for modification to WSDOT Right-of-Way or WAML Limits of Construction. Please refer to right of way plans for current right of way information.

A-1 ENVIRONMENTAL CRITICAL AREAS MAP

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 18 OF 22 OCTOBER 4, 2016 UPDATE

A-2 PROJECT AREA MAP AND MANAGEMENT AREAS

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 19 OF 22 OCTOBER 4, 2016 UPDATE

A-3 MONTLAKE MANAGEMENT AREAS

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 20 OF 22 OCTOBER 4, 2016 UPDATE

A-4 LAKE WASHINGTON BOULEVARD AND WSDOT PENINSULA MANAGEMENT AREAS

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 21 OF 22 OCTOBER 4, 2016 UPDATE

A-5 FOSTER ISLAND MANAGEMENT AREA

TREE AND VEGETATION MANAGEMENT AND PROTECTION PLAN PAGE 22 OF 22 OCTOBER 4, 2016 UPDATE

APPENDIX D Vibration Monitoring Plan (in development)

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