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3 Appendix G 4 Land Use Discipline Report 5 Alaskan Way Viaduct Replacement Project 6 Supplemental Draft EIS 7 8 9
10 11 12 13 14 15 16
October 2010
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1 Alaskan Way Viaduct Replacement Project
2 Supplemental Draft EIS 3 Land Use Discipline Report 4 5 6 7 The Alaskan Way Viaduct Replacement Project is a joint effort between the Federal Highway 8 Administration (FHWA), the Washington State Department of Transportation (WSDOT), and 9 the City of Seattle. To conduct this project, WSDOT contracted with: 10 11 Parsons Brinckerhoff 12 999 Third Avenue, Suite 2200 13 Seattle, WA 98104 14 15 In association with: 16 Coughlin Porter Lundeen, Inc. 17 Entech Northwest, Inc. 18 EnviroIssues, Inc. 19 HDR Engineering, Inc. 20 Jacobs Engineering Group, Inc. 21 KPFF, Inc. 22 Magnusson Klemencic Associates, Inc. 23 Mimi Sheridan, AICP 24 Parametrix, Inc. 25 Power Engineers, Inc. 26 RoseWater GHD 27 Shannon & Wilson, Inc. 28 So-Deep, Inc. 29 Telvent Farradyne, Inc. 30 William P. Ott Construction Consultants
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report Supplemental Draft EIS This Page Intentionally Left Blank
1 TABLE OF CONTENTS 2 Chapter 1 Introduction and Summary ...... 1 3 1.1 Introduction ...... 1 4 1.2 Summary ...... 4 5 1.2.1 Study Area ...... 4 6 1.2.2 Existing Land Use Characteristics ...... 4 7 1.2.3 Operational Effects, Mitigation, and Benefits ...... 7 8 1.2.4 Indirect Effects ...... 9 9 1.2.5 Construction Effects and Mitigation ...... 9 10 1.2.6 Cumulative Effects ...... 11 11 Chapter 2 Methodology ...... 13 12 2.1 Regulatory Overview ...... 13 13 2.2 Study Area ...... 13 14 2.3 Analysis of Environmental Effects ...... 13 15 2.4 Determination of Mitigation Measures ...... 14 16 Chapter 3 Studies and Coordination ...... 17 17 Chapter 4 Affected Environment ...... 19 18 4.1 Existing Land Uses and Zoning ...... 19 19 4.1.1 South ...... 19 20 4.1.2 Central ...... 19 21 4.1.3 North ...... 22 22 4.1.4 Zoning ...... 25 23 4.1.5 Special Districts ...... 30 24 4.2 State, Regional, and Local Land Use and Transportation Plans and Implementing Regulations ...... 30 25 4.2.1 Washington State Plans and Regulations ...... 30 26 4.2.2 Regional Plans ...... 31 27 4.2.3 Local Plans and Implementing Regulations...... 32 28 4.3 Development Activity and Trends ...... 39 29 Chapter 5 Operational Effects, Mitigation, and Benefits ...... 45 30 5.1 Operational Effects of the Viaduct Closed (No Build Alternative) ...... 45 31 5.2 Operational Effects of the Bored Tunnel Alternative ...... 46 32 5.2.1 Permanent Effects on Land Use ...... 46 33 5.2.2 Consistency with State, Regional, and Local Land Use and Transportation Plans and 34 Implementing Regulations ...... 59 35 5.3 Operational Mitigation ...... 67 36 5.3.1 Compensation ...... 67 37 5.3.2 Relocation Assistance ...... 67 38 5.4 Operational Benefits ...... 70 39 Chapter 6 Construction Effects and Mitigation ...... 71 40 6.1 Construction Effects...... 71 41 6.1.1 South Portal ...... 77 42 6.1.2 Bored Tunnel ...... 79 43 6.1.3 North Portal ...... 81
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report i Supplemental Draft EIS
1 6.1.4 Viaduct Removal ...... 82 2 6.1.5 Decommissioning of the Battery Street Tunnel ...... 82 3 6.2 Construction Mitigation ...... 83 4 Chapter 7 Cumulative Effects ...... 85 5 7.1 Effects from Other Roadway Elements of the Program ...... 87 6 7.2 Effects from Non-Roadway Elements of the Program ...... 87 7 7.3 Cumulative Effects of the Program ...... 88 8 7.4 Comprehensive Cumulative Effects ...... 89 9 Chapter 8 Permits and Approvals ...... 91 10 Chapter 9 References ...... 93 11
12 LIST OF ATTACHMENTS 13 A Tunnel Subsurface Property Acquisitions 14 B Cumulative Effects Analysis
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SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report ii Supplemental Draft EIS
1 LIST OF EXHIBITS 2 Exhibit 1-1. Study Area ...... 5 3 Exhibit 4-1. Neighborhood Planning Areas ...... 20 4 Exhibit 4-2. Existing Land Use Types – South ...... 21 5 Exhibit 4-3. Existing Land Use Types – Central ...... 23 6 Exhibit 4-4. Existing Land Use Types – North ...... 24 7 Exhibit 4-5. Zoning and Shoreline Environment Designation Map – South ...... 26 8 Exhibit 4-6. Zoning and Shoreline Environment Designation Map – Central ...... 27 9 Exhibit 4-7. Zoning and Shoreline Environment Designation Map – North ...... 28 10 Exhibit 4-8. Development Activity – South Portal Area ...... 40 11 Exhibit 4-9. Development Activity – North Portal Area ...... 41 12 Exhibit 5-1. South Portal Property Acquisitions ...... 51 13 Exhibit 5-2. South Portal Property Acquisition Locations ...... 52 14 Exhibit 5-3. North Portal Property Acquisitions ...... 55 15 Exhibit 5-4. North Portal Property Acquisition Locations ...... 56 16 Exhibit 6-1. Temporary Tieback Easements ...... 72 17 Exhibit 6-2. Temporary Construction Easements ...... 73 18 Exhibit 6-3. Proposed Construction Staging Areas and Construction Work Zones ...... 74 19 20
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report iii Supplemental Draft EIS
1 ACRONYMS AND ABBREVIATIONS 2 City City of Seattle 3 CBD Central Business District 4 CFR Code of Federal Regulations 5 CZM Coastal Zone Management 6 EIS Environmental Impact Statement 7 FHWA Federal Highway Administration 8 GMA Washington State Growth Management Act 9 HOV high-occupancy vehicle 10 I-5 Interstate 5 11 MIC Manufacturing and Industrial Center 12 NEPA National Environmental Policy Act 13 Program Alaskan Way Viaduct and Seawall Replacement Program 14 project Alaskan Way Viaduct Replacement Project 15 PSRC Puget Sound Regional Council 16 SDOT Seattle Department of Transportation 17 SEPA State Environmental Policy Act 18 SMC Seattle Municipal Code 19 SR State Route 20 TBM tunnel boring machine 21 WAC Washington Administrative Code 22 WOSCA Washington-Oregon Shippers Cooperative Association 23 WSDOT Washington State Department of Transportation 24
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report iv Supplemental Draft EIS
1 Chapter 1 INTRODUCTION AND SUMMARY
2 1.1 Introduction 3 This discipline report evaluates the Bored Tunnel Alternative, the new alternative 4 under consideration for replacing the Alaskan Way Viaduct. This report and the 5 Alaskan Way Viaduct Replacement Project Supplemental Draft Environmental 6 Impact Statement (EIS) that it supports are intended to provide new information 7 and updated analyses to those presented in the March 2004 Alaskan Way Viaduct 8 and Seawall Replacement Project Draft EIS and the July 2006 Alaskan Way 9 Viaduct and Seawall Replacement Project Supplemental Draft EIS. The discipline 10 reports present the detailed technical analyses of existing conditions and 11 predicted effects of the Bored Tunnel Alternative. The results of these analyses 12 are presented in the main volume of the Supplemental Draft EIS. 13 The Federal Highway Administration (FHWA) is the lead federal agency for this 14 project, primarily responsible for compliance with the National Environmental 15 Policy Act (NEPA) and other federal regulations, as well as distributing federal 16 funding. As part of the NEPA process, FHWA is also responsible for selecting the 17 preferred alternative. FHWA will base their decision on the information 18 evaluated during the environmental review process, including information 19 contained within the Supplemental Draft EIS and the subsequent Final EIS. 20 FHWA can then issue their NEPA decision, called the Record of Decision (ROD). 21 The 2004 Draft EIS (WSDOT et al. 2004) evaluated five Build Alternatives and a 22 No Build Alternative. In December 2004, the project proponents identified the 23 cut-and-cover Tunnel Alternative as the preferred alternative and carried the 24 Rebuild Alternative forward for analysis as well. The 2006 Supplemental Draft 25 EIS (WSDOT et al. 2006) analyzed two alternatives—a refined cut-and-cover 26 Tunnel Alternative and a modified rebuild alternative called the Elevated 27 Structure Alternative. After continued public and agency debate, Governor 28 Gregoire called for an advisory vote to be held in the city of Seattle. The March 29 2007 ballot included an elevated alternative and a surface-tunnel hybrid 30 alternative. The citizens voted down both alternatives. 31 Following this election, the lead agencies committed to a collaborative process to 32 find a solution to replace the viaduct along Seattle’s central waterfront. This 33 Partnership Process is described in Appendix S, the Project History Report. In 34 January 2009, Governor Gregoire, King County Executive Sims, and Seattle 35 Mayor Nickels announced that the agencies had reached a consensus and 36 recommended replacing the aging viaduct with a bored tunnel. 37 The environmental review process for the Alaskan Way Viaduct Replacement 38 Project (the project) builds on the five Build Alternatives evaluated in the 2004
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 1 Supplemental Draft EIS
1 Draft EIS and the two Build Alternatives evaluated in the 2006 Supplemental 2 Draft EIS. It also incorporates the work done during the Partnership Process. The 3 bored tunnel was not studied as part of the previous environmental review 4 process, and so it becomes the eighth alternative to be evaluated in detail. 5 The Bored Tunnel Alternative analyzed in this discipline report and in the 6 Supplemental Draft EIS has been evaluated both quantitatively and qualitatively. 7 The Bored Tunnel Alternative includes replacing State Route (SR) 99 with a bored 8 tunnel and associated improvements, such as relocating utilities located on or 9 under the viaduct, removing the viaduct, decommissioning the Battery Street 10 Tunnel, and making improvements to the surface streets in the tunnel’s south and 11 north portal areas. 12 Improvements at the south portal area include full northbound and southbound 13 access to and from SR 99 between S. Royal Brougham Way and S. King Street. 14 Alaskan Way S. would be reconfigured with three lanes in each direction. Two 15 options are being considered for new cross streets that would intersect with 16 Alaskan Way S.: 17 • New Dearborn Intersection – Alaskan Way S. would have one new 18 intersection and cross street at S. Dearborn Street. 19 • New Dearborn and Charles Intersections – Alaskan Way S. would have 20 two new intersections and cross streets at S. Charles Street and 21 S. Dearborn Street. 22 Improvements at the north portal area would include restoring Aurora Avenue 23 and providing full northbound and southbound access to and from SR 99 near 24 Harrison and Republican Streets. Aurora Avenue would be restored to grade 25 level between Denny Way and John Street, and John, Thomas, and Harrison 26 Streets would be connected as cross streets. This rebuilt section of Aurora 27 Avenue would connect to the new SR 99 alignment via the ramps at Harrison 28 Street. Mercer Street would be widened for two-way operation from Fifth 29 Avenue N. to Dexter Avenue N. Broad Street would be filled and closed between 30 Ninth Avenue N. and Taylor Avenue N. Two options are being considered for 31 Sixth Avenue N. and the southbound on-ramp: 32 • The Curved Sixth Avenue option proposes to build a new roadway that 33 would extend Sixth Avenue N. in a curved formation between Harrison 34 and Mercer Streets. The new roadway would have a signalized 35 intersection at Republican Street. 36 • The Straight Sixth Avenue option proposes to build a new roadway that 37 would extend Sixth Avenue N. from Harrison Street to Mercer Street in a 38 typical grid formation. The new roadway would have signalized 39 intersections at Republican and Mercer Streets.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 2 Supplemental Draft EIS
1 For these project elements, the analyses of effects and benefits have been 2 quantified with supporting studies, and the resulting data are found in the 3 discipline reports (Appendices A through R). These analyses focus on assessing 4 the Bored Tunnel Alternative’s potential effects for both construction and 5 operation, and consider appropriate mitigation measures that could be employed. 6 The Viaduct Closed (No Build Alternative) is also analyzed. 7 The Alaskan Way Viaduct Replacement Project is one of several independent 8 projects that improve safety and mobility along SR 99 and the Seattle waterfront 9 from the SODO area south of downtown to Seattle Center. Collectively, these 10 individual projects are often referred to as the Alaskan Way Viaduct and Seawall 11 Replacement Program (the Program). This Supplemental Draft EIS evaluates the 12 cumulative effects of all projects in the Program; however, direct and indirect 13 environmental effects of these independent projects will be considered separately 14 in independent environmental documents. This collection of independent 15 projects is categorized into four groups: roadway elements, non-roadway 16 elements, projects under construction, and completed projects. 17 Roadway Elements 18 • Alaskan Way Surface Street Improvements 19 • Elliott/Western Connector 20 • Mercer West Project (Mercer Street improvements from Fifth Avenue N. to 21 Elliott Avenue) 22 Non-Roadway Elements 23 • First Avenue Streetcar Evaluation 24 • Transit Enhancements 25 • Elliott Bay Seawall Replacement Project 26 • Alaskan Way Promenade/Public Space 27 Projects Under Construction 28 • S. Holgate Street to S. King Street Viaduct Replacement 29 • Transportation Improvements to Minimize Traffic Effects During 30 Construction 31 Completed Projects 32 • SR 99 Yesler Way Vicinity Foundation Stabilization (Column Safety 33 Repairs) 34 • S. Massachusetts Street to Railroad Way S. Electrical Line Relocation 35 Project (Electrical Line Relocation Along the Viaduct’s South End)
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 3 Supplemental Draft EIS
1 1.2 Summary 2 This report describes the existing conditions, effects, and mitigation related to 3 land uses for the construction and operation of the project.
4 1.2.1 Study Area 5 The study area for the analysis of land use comprises the urban environment of 6 downtown Seattle that is generally bounded by Interstate 5 (I-5) to the east and 7 Elliott Bay to the west. The southern boundary is S. Atlantic Street and the 8 northern boundary is Valley Street, as shown on Exhibit 1-1. The study area 9 includes the proposed construction areas surrounding the south and north 10 termini of the Bored Tunnel Alternative, the project staging areas and 11 construction zones, and other roadway and non-roadway elements of the 12 Program.
13 1.2.2 Existing Land Use Characteristics 14 The study area includes a variety of land uses and zones. The primary land use 15 types encountered in the southern portion of the project area are terminal/ 16 warehouse, retail, office, and recreation/entertainment; primary uses in the central 17 portion are office, retail, and residential; and primary uses in the northern portion 18 are office, retail, utility, and residential. The terminal/warehouse land uses in the 19 south end include cargo and passenger terminals. 20 The project is generally located in portions of eight Seattle planning areas, 21 beginning in the south with the Greater Duwamish Manufacturing and Industrial 22 Center (MIC) and Pioneer Square neighborhoods; moving to the Commercial 23 Core, Downtown Urban Center, and Belltown neighborhoods in the central area; 24 and extending to the Denny Triangle, Uptown (Queen Anne), and South Lake 25 Union neighborhoods in the north. 26 Land and neighborhood uses are regulated and influenced by several state, 27 regional, and local plans and policies. The following plans and policies for the 28 study area are considered in this report: 29 • Washington State Growth Management Act (GMA) 30 • Washington Transportation Plan 2007–2026 31 • Coastal Zone Management (CZM) Program and Shoreline Management 32 Act 33 • Puget Sound Regional Council (PSRC) VISION 2040 and Transportation 34 2040 35 • City of Seattle Comprehensive Plan: Toward a Sustainable Seattle 36
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 4 Supplemental Draft EIS Lake Union
Aloha St W Mercer Pl 9999
Valley St
Queen Anne Ave N Ave Anne Queen
Elliott Ave W Mercer St
SEATTLE CENTER Broad St 5
Denny Way
Alaskan Way
Battery St
Stewart St
Pike St
Seneca St Alaskan Way Viaduct
4th Ave
1st Ave Columbia St
Elliott Yesler Way Bay
S King St
9090
S Royal Brougham Way
S Atlantic St
554-1585-030/CC(07) 10/22/09
0 1,800 Exhibit 1-1 SCALE IN FEET Study Area
1 • Local neighborhood plans for the Greater Duwamish MIC, Pioneer 2 Square, Commercial Core, Downtown Urban Center, Belltown, Denny 3 Triangle, Uptown (Queen Anne), and South Lake Union areas 4 • Seattle’s Transportation Strategic Plan (TSP) 5 • Seattle Municipal Code, including zoning and development regulations; 6 Shoreline Master Program; State Environmental Policy Act (SEPA) 7 regulations; Environmentally Critical Areas Ordinance; Stormwater, 8 Grading, and Drainage Control Code; design review regulations; and 9 neighborhood-specific design review guidelines, where applicable, 10 including downtown and Uptown areas 11 • Mayor’s Recommendations: Seattle Central Waterfront Concept Plan 12 • Seattle Center Century 21 Master Plan 13 Development activity and overall land use characteristics in the study area 14 continue to evolve from primarily employment-related uses to a major center for 15 tourism, retail shopping, meeting and convention activities, and entertainment. 16 Continuing long-term trends, downtown Seattle's land use character is a 17 relatively dense and growing Urban Center, the largest in the Pacific Northwest. 18 The downtown area has continued to evolve from a predominantly commercial 19 office and retail center to a more diverse-use character that includes numerous 20 residential uses, shopping, convention and meeting facilities, tourism, and 21 entertainment-oriented uses. The Port of Seattle continues to expand and 22 improve the facilities on Seattle’s waterfront, such as Terminals 25, 30, and 46. 23 The area south of the Commercial Core includes the areas of Pioneer Square, the 24 Stadium Transition Area Overlay District, and the Greater Duwamish MIC. Land 25 uses in Pioneer Square are primarily tourist, services, and residential. The 26 Stadium Transition Area Overlay District and the First Avenue S. corridor have a 27 mix of industrial and commercial uses, consistent with City of Seattle (City) 28 policies. This area may trend toward increased diversity with the presence of 29 commercial uses mixed with warehouse and industrial uses. 30 Planned development south of the Commercial Core includes an office and 31 residential mixed-use project on Qwest Field’s north parking lot as well as other 32 mixed-use residential and office developments. 33 In the north, much of the development continues to focus on residential and office 34 uses. A major development project under way in this area is the Bill and Melinda 35 Gates Foundation Campus. The South Lake Union neighborhood, also in the 36 north, has seen substantial redevelopment in the last decade, with a number of 37 biotechnology and other high-technology research and development companies
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 6 Supplemental Draft EIS
1 locating in this area. The most recent additions include UW Medicine South Lake 2 Union Branch and Amazon.com.
3 1.2.3 Operational Effects, Mitigation, and Benefits
4 Viaduct Closed (No Build Alternative) 5 The Viaduct Closed (No Build Alternative) assumes that one of two scenarios 6 would occur: (1) an unplanned closure of the viaduct for some structural 7 deficiency, weakness, or smaller earthquake event; or (2) a catastrophic and 8 complete collapse. Any collapse, whether partial or complete, would result in a 9 sudden disruption to traffic flow, which would affect adjacent residences and 10 businesses that rely on the viaduct for their access. Disruption of traffic flow 11 would also include industrial traffic using the viaduct for access to cargo transfer 12 areas in the study area and industrial areas to the south, as well as north-south 13 traffic. Any collapse could also include debris striking existing land uses near the 14 viaduct. 15 Under a complete collapse, disruptions to traffic flow would likely affect an area 16 larger than that of nearby residences and businesses, and the disruptions would 17 last for a longer period of time. Except for a complete collapse, it is expected that 18 effects on land uses would be relatively short in duration until the damaged area 19 or impaired use could be replaced and full access restored.
20 Bored Tunnel Alternative 21 The Bored Tunnel Alternative would convert only a few land uses in the south 22 and north portal areas from primarily office, retail, service, and parking uses to 23 transportation uses due to right-of-way acquisitions. Replacement of the aerial 24 viaduct structure with an underground tunnel would also offer enhanced 25 opportunities for improved connections, both physically and visually, between 26 the waterfront and downtown. A total of 11 properties have been identified as 27 required for acquisition in full or in part to accommodate the Bored Tunnel 28 Alternative. However, no change in zoning or amendment to existing land use 29 plans would be required. Full and partial property acquisitions are discussed in 30 Section 5.2.1, Permanent Effects on Land Use. 31 In addition to property acquisitions, permanent tieback easements for subsurface 32 wall shoring systems would be needed on three properties in the north portal 33 area: the Hostess Cake Continental Baking Company at the northwest corner of 34 Aurora Avenue and Republican Street (225 square feet); the School of Visual Arts 35 between Republican and Mercer Streets on the east side of SR 99 (1,588 square 36 feet); and one of two options for the site of the Bill and Melinda Gates Foundation 37 Campus between Broad and Mercer Streets on the west side of SR 99 (area to be
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 7 Supplemental Draft EIS
1 determined—two options being considered). No permanent tieback easements 2 would be required in the south portal area. 3 Subsurface property acquisitions would be required for between 52 and 59 4 parcels for the proposed 54-foot-diameter bored tunnel (see Attachment A). The 5 subsurface property acquisitions would consist of a three-dimensional corridor 6 below the surface of the ground for the tunnel, and they would not affect land 7 uses on the surface because the limits are outside of the practical building 8 requirements for typical building foundations and zoning requirements. 9 A net loss of approximately 310 on-street and 250 off-street parking spaces is 10 expected. The removal of off-street parking spaces would not result in any land 11 use nonconformities with respect to accessory parking requirements. 12 With the Bored Tunnel Alternative, the downtown access ramps from and to 13 SR 99 would not be in their existing locations; they currently include a 14 southbound off-ramp and a northbound on-ramp at First Avenue S., a 15 southbound on-ramp from Columbia Street, and a northbound off-ramp at Seneca 16 Street. Instead, new ramps would be built from northbound SR 99 to Alaskan 17 Way S. and from Alaskan Way S. to southbound SR 99 near S. Royal Brougham 18 Way. More circuitous and less convenient access due to removal of the 19 downtown access ramps may result in some degree of inconvenience, and 20 businesses in the central downtown could experience disruptions in the flow of 21 customers and employees and in the delivery or shipment of materials and 22 supplies. 23 Businesses along the east side of SR 99, between Harrison and Mercer Streets, 24 would no longer have direct access to and from SR 99. However, these businesses 25 have other access points on Harrison Street and Republican Street, as well as 26 access via the alleyway between SR 99 and Dexter Avenue N. More circuitous 27 and less convenient access for these businesses could affect their operations. In 28 addition, the Straight Sixth Avenue option at the north portal would divide the 29 eastern portion of the Bill and Melinda Gates Foundation property from the main 30 campus buildings. Access to the property east of Sixth Avenue N. from the main 31 campus would not be allowed from Sixth Avenue N. but could be provided by 32 building over Sixth Avenue N. The Bored Tunnel Alternative would be 33 consistent with the City’s policies to coordinate transportation and development 34 in a manner that concentrates and intensifies urban development. In accordance 35 with state, regional, and local plans and policies, the Bored Tunnel Alternative 36 would provide mobility and access options that could accommodate higher 37 densities and reduce land consumption. Because the Bored Tunnel Alternative 38 would be compatible with state, regional, and local plans and implementing 39 regulations, no mitigation would be required for compliance.
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1 The overall effects of the Bored Tunnel Alternative on land use would be positive. 2 Where acquisition and relocation are unavoidable, the Washington State 3 Department of Transportation (WSDOT) would follow the provisions of the 4 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 5 1970, as amended. 6 Improvements in the south and north portal areas would increase east-west 7 connectivity between neighborhoods and enhance accessibility to existing land 8 uses in the area. Future developments in both areas would also benefit from the 9 increase in accessibility.
10 1.2.4 Indirect Effects 11 The Bored Tunnel Alternative represents only one of numerous ongoing 12 improvements in Seattle. Overall, many factors influence decisions about land 13 use, including economic conditions, zoning, and the supply of land. Because the 14 Bored Tunnel Alternative would replace an existing facility to satisfy safety 15 requirements and projected capacity needs, it would not likely have large, if any, 16 influences on these factors. Its potential for inducing growth would be minor. 17 Future development along a new Alaskan Way would likely occur in the form of 18 modest expansions of existing buildings on the east side of the roadway. In 19 addition, substantial changes would occur in the relationship between the 20 waterfront and upland properties leading to the downtown core. To the extent 21 that the existing viaduct has been perceived as a barrier to waterfront uses, new 22 development on vacant or under-used property or redevelopment may take place 23 around the new Alaskan Way surface street. The loss of on-street and off-street 24 parking would result in less convenient access to businesses by patrons and 25 would, therefore, represent an adverse effect. 26 The SR 99 corridor has an influence on areas beyond the immediate 27 neighborhoods through which it passes. Many of the daily commuters now using 28 this route live in neighborhoods north and south of downtown, such as Ballard, 29 Fremont, Greenwood, West Seattle, White Center, and Georgetown. For these 30 commuters, the viaduct offers a convenient route either to downtown or around 31 the city without using I-5. The Bored Tunnel Alternative may have an influence 32 on growth in neighborhoods where the area’s desirability is in part facilitated by 33 the ease of access to downtown Seattle, including commute, retail, and residential 34 trips.
35 1.2.5 Construction Effects and Mitigation 36 Construction-related detours, closures, and traffic congestion would cause 37 changes in mobility on streets in the project area. Temporary roadway closures
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 9 Supplemental Draft EIS
1 are expected to result in a redistribution of traffic to nearby streets throughout the 2 study area. 3 The greatest changes in adjacent land uses during construction would occur in the 4 north portal area, where traffic would be diverted along the west side of SR 99. 5 The loss of parking, especially on-street short-term parking, could reduce the 6 convenience of access to land uses. In addition, transit service could be adversely 7 affected by construction-related detours. It has not yet been determined where 8 construction workers would park in the north portal area. 9 The economic effect of construction on businesses is discussed in Appendix L, 10 Economics Discipline Report. Throughout the duration of construction, on-street 11 parking spaces in the south and north portal areas would be temporarily 12 unavailable. Pedestrian and vehicle access, including freight deliveries to 13 buildings in these areas, may be affected for the entire construction period. 14 Construction-related parking in the south portal area would occur in the upland 15 area of Pier 48, northwest of Qwest Field. Traffic congestion could be a 16 temporary inconvenience for those traveling to and from the Seattle Ferry 17 Terminal at Colman Dock and businesses along the waterfront. 18 Spoils from the bored tunnel and portal excavations are proposed to be 19 transported by barge to the Mats Mats Quarry, near Port Ludlow, Washington, 20 for disposal. 21 After the completion of the new bored tunnel, the existing viaduct would be 22 removed and the Battery Street Tunnel would be decommissioned. Demolition of 23 the existing viaduct would require various surface street closures at several 24 locations during the 9-month removal period. During demolition of the viaduct, 25 pedestrians would be rerouted from the work zone to alternative routes in the 26 area from S. King Street to Battery Street. Removal of the viaduct would 27 potentially increase pedestrian traffic between downtown and the waterfront. 28 The decommissioning of the Battery Street Tunnel is not expected to result in any 29 effects on land uses. Land uses at both ends of this structure would be served by 30 new roadway connections that would improve accessibility to SR 99 and the 31 surrounding roadway network. 32 Mitigation measures for potential effects on land use during construction 33 activities would include providing advance notice to property owners in the 34 project area regarding demolition and construction activities, utility disruptions, 35 and detours. Major special events at the sports stadiums and operations at the 36 Pier 66 cruise ship terminal could limit construction activities. 37 Where right-of-way is needed, the property acquisition and potential relocations 38 would occur before construction begins. The owners of acquired property will be
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 10 Supplemental Draft EIS
1 compensated in accordance with the Uniform Relocation Assistance and Real 2 Property Acquisition Policies Act of 1970, as amended, as well as the Washington 3 Relocation Assistance—Real Property Acquisition Policy Act of 1970, as amended.
4 1.2.6 Cumulative Effects 5 Cumulative effects are the total effects of the proposed action combined with 6 other past, present, and foreseeable future actions. They can include both 7 construction and operational effects. The cumulative effects in the study area 8 could contribute to the following changes: 9 • Reduced traffic congestion. 10 • A more urbanized character in the area. 11 • Increased likelihood of redevelopment for underdeveloped properties. 12 • Increased demands for municipal public services and facilities. 13 During construction, the cumulative effects of development activity are also 14 expected to contribute noise, dust, and traffic congestion in the general areas 15 where construction would occur.
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1 Chapter 2 METHODOLOGY
2 The project team used maps, plans, and development regulations from the City to 3 identify the existing land uses, zoning, and shoreline environment and critical 4 areas designations in the study area. Field visits were conducted, and 5 photographs were used to confirm existing land uses.
6 2.1 Regulatory Overview 7 The analyses of land use effects and relocations address the following laws, 8 regulations, and guidance: 9 • WSDOT Environmental Procedures Manual (WSDOT 2010). 10 • The City’s environmental policies and procedures (Seattle Municipal 11 Code, Chapter 25.05 [SMC 25.05]) for implementing SEPA. 12 • Federal Uniform Relocation Assistance and Real Property Acquisition 13 Policy Act of 1970 as amended in 1987.
14 2.2 Study Area 15 The study area for this analysis encompasses the SR 99 corridor in the project 16 vicinity. It comprises the urban environment of downtown Seattle that is 17 generally bounded by I-5 to the east and Elliott Bay to the west. The southern 18 boundary is S. Atlantic Street and the northern boundary is Valley Street 19 (see Exhibit 1-1). It includes the areas that would likely be affected by activities 20 associated with the Bored Tunnel Alternative, such as demolition of the existing 21 Alaskan Way Viaduct, decommissioning of the Battery Street Tunnel, and the 22 proposed construction areas surrounding the south and north portals of the bored 23 tunnel. The study area also includes the anticipated project areas for other 24 roadway and non-roadway elements of the Program. 25 For construction, the area of immediate effect is assumed to be one city block 26 around all sides of the portal construction areas (south and north), all access 27 ramps, and all surface street modifications, as well as one block to either side of 28 the existing viaduct alignment.
29 2.3 Analysis of Environmental Effects 30 The Bored Tunnel Alternative was overlaid on land use maps to identify effects 31 on land use, including the amounts and uses of land required for new right-of- 32 way, temporary effects during demolition and construction, and the types of land 33 uses displaced by property acquisitions.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 13 Supplemental Draft EIS
1 Direct effects are described in terms of full and partial property acquisitions, 2 changes in land use, changes in existing pedestrian or vehicle access to properties, 3 potential relocations, and temporary disturbance to adjacent businesses and 4 properties during demolition and construction. If a right-of-way need for the 5 project would result in land use nonconformities (e.g., lot size, lot coverage, 6 setbacks, parking, or removal of access), the acquisition is considered a full 7 property acquisition. Acquisitions are presented in terms of acres of effect for 8 each parcel. The parcel information includes existing land use and zoning. 9 Permanent and temporary easements are also identified. 10 Indirect effects are described in terms of changes in land and shoreline use that 11 may occur as a result of increases or decreases in accessibility or mobility; right-of- 12 way disposal; or changes in noise, air quality, or visual quality. The appropriate 13 discipline report is referenced for more information on each subject area. 14 Potential residential and business relocations resulting from property acquisitions 15 include an estimate of the number of households or businesses to be displaced, 16 the availability of similar housing or suitable business locations, and any 17 anticipated relocation issues. Resident characteristics such as occupancy type 18 (owner/tenant) are identified. Business relocation characteristics rely on 19 information provided in Appendix L, Economics Discipline Report, and include 20 the number, types, and sizes of businesses and the approximate number of 21 employees. Housing characteristics are addressed in Appendix H, Social 22 Discipline Report. 23 Consistency or inconsistency with applicable state, regional, and local land use 24 plans and regulations is also addressed. Consistency is evaluated by assessing 25 whether the Viaduct Closed (No Build Alternative) and Bored Tunnel Alternative 26 support the type of growth and meet the needs of the community outlined in the 27 plans and regulations.
28 2.4 Determination of Mitigation Measures 29 Mitigation measures are proposed to avoid or minimize effects on adjacent 30 properties. The proposed mitigation measures address direct and indirect effects 31 of the project on land use and relocation, including any effects that result from 32 full or partial property acquisitions, disturbances during construction, and 33 changes in existing access. The acquisition of property, including displacements 34 and relocations, will be conducted in accordance with the Uniform Relocation 35 Assistance and Real Property Acquisition Policies Act of 1970, as amended in 36 1987. 37
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 14 Supplemental Draft EIS
1 2.5 Methodology for Cumulative Effects 2 Cumulative effects are those effects that, when combined with the effects of past, 3 present, and reasonably foreseeable neighboring projects, may have an increased 4 effect on the environment relative to that of the Bored Tunnel Alternative alone. 5 The cumulative effects analysis focused on the combined effect of the Bored 6 Tunnel Alternative and other roadway and non-roadway elements included in 7 the Program. In addition, other projects that are anticipated to add to effects on 8 land use in the study area were evaluated. 9 These other roadway and non-roadway elements of the Program were 10 qualitatively assessed for operational and construction effects on land use. The 11 roadway Program elements included in this qualitative analysis are the Alaskan 12 Way surface street improvements (on the location of the former viaduct) from S. 13 King Street to Pike Street, the Elliott/Western Connector from Pike Street to 14 Battery Street, and the Mercer West Project (Mercer Street improvements from 15 Fifth Avenue N. to Elliott Avenue). The non-roadway Program elements include 16 the Elliott Bay Seawall Replacement Project, the Alaskan Way Promenade/Public 17 Space to be built on the location of the existing Alaskan Way surface street, the 18 First Avenue Streetcar, and enhanced transit services. 19 Other planned projects and developments in Seattle may add to the effects on 20 land use in the study area. No specific projects were identified for the cumulative 21 effects analysis due to the more regional effects of transportation projects on land 22 use resources.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 15 Supplemental Draft EIS This Page Intentionally Left Blank
1 Chapter 3 STUDIES AND COORDINATION
2 The following information from the Seattle Department of Planning and 3 Development and the Seattle Department of Transportation (SDOT) has been 4 used to prepare this discipline report: 5 • Relevant land use and transportation plans, policies, and regulations. 6 • Existing land uses and zoning. 7 • Future land uses as identified in Seattle’s Comprehensive Plan. 8 • Planned development projects that are under construction or in 9 permit/design review with the City. 10 • Future development trends. 11 • Property characteristics and population immediately adjacent to the 12 project area. 13 • Critical area designations. 14 • Shoreline environments and designations. 15 City maps and data from the Seattle and King County Assessors’ records and 16 field visits were used to identify parcel locations and characteristics. The 17 conceptual plan drawings for the Bored Tunnel Alternative were reviewed to 18 determine where parcels would be affected and where building relocations might 19 be needed. Acquisitions were considered necessary where the alignment would 20 cross existing parcels. The WSDOT Environmental Procedures Manual and FHWA 21 NEPA guidelines provide guidance on addressing relocation issues of the federal 22 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 23 1970, as amended. The Seattle Municipal Code also provides guidance regarding 24 the prevention of unfair housing practices (SMC 14.08). 25 Information on the PSRC website was reviewed for additional background land 26 use characteristics and development trends as well as regional and state 27 information on land use and transportation plans and policies.
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1 Chapter 4 AFFECTED ENVIRONMENT
2 The SR 99 corridor passes through a variety of land use zones and types. The 3 corridor lies entirely within the urban environment of downtown Seattle, with I-5 4 to the east and Elliott Bay to the west. The existing land uses and zoning for 5 staging areas and construction work zones are provided in Exhibit 6-3 in 6 Chapter 6. 7 4.1 Existing Land Uses and Zoning 8 4.1.1 South 9 The southern portion of the study area includes portions of two Seattle 10 neighborhood planning areas: the Greater Duwamish MIC and the Pioneer 11 Square neighborhood. Exhibit 4-1 shows the neighborhood planning areas, 12 including those in the southern portion of the study area. Land use types in the 13 southern portion of the study area are shown on Exhibit 4-2. 14 Land use types in the Greater Duwamish MIC include primarily waterfront 15 terminal/warehouse, retail, office, and recreation/entertainment uses. Some of the 16 specific land uses that typify this area include the Starbucks office building, 17 Safeco Field, the Bemis mixed-use building, and the new Stadium Technology 18 Center currently under construction on Utah Avenue S. The Port of Seattle’s 19 Terminal 46 shipping container terminal is also located in this portion of the 20 study area. 21 Land uses types in the Pioneer Square portion of the study area include retail, 22 office, terminal/warehouse, residential, parking, and recreation/entertainment 23 uses. Some of the specific land uses that typify this area include the Silver Cloud 24 Inn, Bites Restaurant, Artists’ Gallery of Seattle, Worldwide Marble & Granite, 25 Palmer Building, Squire Center, Coastal Environmental Systems Inc., Fix Designs, 26 Elysian Fields Restaurant, Sluggers, American Slate Company, Azuma Gallery, 27 Picture Perfect, Art Exchange Gallery, Seattle’s Historic Triangle Pub, and the 28 Florentine Condominiums. Qwest Field is also located in this portion of the study 29 area. Additionally, as one of the oldest parts of Seattle, most of the Pioneer 30 Square area has been designated a historic district and is a focal point for many 31 tourist and entertainment activities.
32 4.1.2 Central 33 The central portion of the study area includes portions of the Commercial Core, 34 Belltown, and Denny Triangle neighborhood planning areas as well as the Pike 35 Place Market Historic District. Exhibit 4-1 shows the neighborhood planning 36 areas, including those in the central portion of the study area. 37
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 19 Supplemental Draft EIS Lake Queen Queen Anne AveN Union 99
W Mercer Pl Aloha St
Elliott Ave W Mercer St
Uptown South Lake Union SEATTLE Broad St 5 CENTER
Denny Way
Alaskan WayBelltown Denny Triangle Battery St
Stewart St
Pike St
Seneca St
Alaskan WayCommercial Viaduct Core 4th Ave Columbia St
1st Ave
Elliott Yesler Way Bay Pioneer Square
S King St
90
S Royal Brougham Way Greater Duwamish Manufacturing/ Source: 2000 U.S. Census. Industrial Center 554-1585-030/CC(07) 4/29/10
Pike Place Market Historic District
Pioneer Square Historic District Exhibit 4-1 0 1,800 Neighborhood SCALE IN FEET Planning Areas Cherry St
James St
Elliott Bay S Washington St
Pier 48 S Main St
S Jackson St
Legend Single Family QWEST Field Multi-Family/Other Housing Office Retail/Service Church Recreation/Entertainment Mixed Use Parking Industrial Terminal/Warehouse Utility Government Service Public Facility School/Daycare Open Space Vacant SAFECO Field Park/Playground Other Unknown/Unavailable Bored Tunnel North Portal Area
554-1585-030/CC(07) 7/6/10 Source: City of Seattle, 2009
0 600 Exhibit 4-2 SCALE IN FEET Existing Land Use Types - South
1 Land use types in the Commercial Core area are primarily retail, office, and 2 parking, along with some residential uses. The primary land uses in the Belltown 3 neighborhood are residential, office, and retail uses. Similarly, portions of the 4 Denny Triangle neighborhood in the study area include office and residential 5 uses. The Pike Place Market Historic District includes residential, office, retail, 6 and parking uses. Land use types in this portion of the study area are shown on 7 Exhibit 4-3. 8 North of Yesler Way, the area begins to transition from Pioneer Square to the 9 Central Business District (CBD) and the Pike Place Market in the Commercial 10 Core neighborhood. In this area, land uses along the waterfront and adjacent to 11 the viaduct on the west include the Seattle Ferry Terminal at Pier 52, Fire Station 12 No. 5 at Pier 53, Ivar’s Seafood and Ye Olde Curiosity Shop at Pier 54, the Red 13 Robin restaurant at Pier 55, Argosy Cruises and Elliott’s Restaurant at Pier 56, the 14 Bay Pavilion shops at Pier 57, and the Seattle Aquarium at Pier 59. 15 On the east side of the viaduct, buildings in this area include the Polson Building, 16 Colman Parking Garage, Commuter Center Building, Maritime Building, 17 Waterfront Place One, 1201 Western Building, Immunex Building, Seattle Steam 18 Plant, Shurgard Mini Storage, Market Square Office Building, Hillclimb Court, 19 and Market Place North Office Building.
20 4.1.3 North 21 The northern portion of the study area includes portions of four Seattle 22 neighborhood planning areas: Belltown, Denny Triangle, South Lake Union, and 23 Uptown. Exhibit 4-1 shows the neighborhood planning areas, including those in 24 the northern portion of the study area. 25 As the SR 99 corridor turns northeast toward Lake Union, land use types are 26 primarily a mix of office, retail, utility, parking, and residential. Land use types in 27 this portion of the study area are shown on Exhibit 4-4. 28 Beginning at Denny Way and extending north to Mercer Street, specific land uses 29 along Aurora Avenue on the west include a Shell Service Station, Starbucks 30 Coffee, a residential condominium building, Quality Inn & Suites, Seattle Pacific 31 Hotel, and the City of Seattle maintenance yard. On the east side of Aurora 32 Avenue, uses include a parking lot, Holiday Inn, King Broadcasting Company, 33 Clark Construction, Hostess Cake Continental Bakery, and the School of Visual 34 Arts. Land uses farther west on Sixth Avenue N. include residential apartment 35 buildings, Walgreen’s Drugstore, Seattle Housing Authority, Travelodge, office 36 buildings, City Light substation, and the Bill and Melinda Gates Foundation site, 37 which is currently under construction. Seattle Center is located west of the Gates 38 Foundation site on Fifth Avenue N. 39
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 22 Supplemental Draft EIS Legend
Single Family Multi-Family/Other Housing Office Retail/Service Church Recreation/Entertainment Mixed Use Parking Industrial Terminal/Warehouse Utility Government Service Public Facility School/Daycare Open Space Vacant Park/Playground Other Unknown/Unavailable Bored Tunnel North Portal Area
554-1585-030/CC(07) 7/6/10 Source: City of Seattle, 2009
0 600 Exhibit 4-3 SCALE IN FEET Existing Land Use Types - Central Valley St 4th Ave N Ave 4th
Roy St N Ave Aurora
99
Mercer St
Republican St
SEATTLE CENTER
Harrison St
Thomas St Aurora Ave N Ave Aurora
John St
Broad St Dexter Ave N Ave Dexter 5th Ave N Ave 5th 9th Ave N Ave 9th 6th Ave N Ave 6th Taylor Ave N Ave Taylor Denny Wy Denny Wy N Ave Westlake
Legend 8th Ave Single Family Multi-Family/Other Housing Clay St Office 7th Ave Retail/Service Cedar St Church Recreation/Entertainment 6th Ave Vine St Mixed Use Parking Industrial Wall St 5th Ave Terminal/Warehouse Utility Battery St 4th Ave Government Service Western Ave Public Facility 3rd Ave School/Daycare Bell St Open Space Vacant 2nd Ave Park/Playground Elliott Ave Blanchard St Other Lenora St Unknown/Unavailable 1st Ave Bored Tunnel North Portal Area
Virginia St 554-1585-030/CC(07) 7/6/10 Source: City of Seattle, 2009
0 600 Exhibit 4-4 SCALE IN FEET Existing Land Use Types - North
1 4.1.4 Zoning 2 The study area is subject to a number of zoning classifications, which generally 3 allow for a variety of potential uses at different densities. The City’s code 4 specifies allowable uses; standards for parking; and building size, shape, and 5 location within each zone. Development in the study area is consistent with 6 height and density regulations in the existing zoning classifications, which are 7 shown on the zoning maps on Exhibits 4-5, 4-6, and 4-7. The zoning classification 8 descriptions that apply to the study area are summarized below (Seattle Land Use 9 Code [SMC Title 23]). 10 C1—Commercial 1: An automobile-oriented, primarily retail/service commercial 11 area that serves surrounding neighborhoods as well as citywide or regional 12 clientele; typical uses include large supermarkets, building supplies and 13 household goods, and automobile sales and repairs. Building types include a 14 variety of commercial structures, typically multistory office or mixed-use 15 buildings, typically with parking. 16 DH1—Downtown Harborfront 1: Applies the Urban Harborfront Shoreline 17 Environment designation to waterfront lots and the adjacent Harborfront area 18 within the boundaries of downtown. 19 DH2—Downtown Harborfront 2: Provides for commercial activities in support 20 of shoreline goals and related office, commercial, and residential uses, where the 21 intended scale of development is moderate and an orientation toward the water 22 exists; intended to provide a transition in scale and character between the 23 waterfront and downtown. 24 DOC1—Downtown Office Core 1: Provides for high-density office and 25 commercial activities with related support services and retail shopping. The 26 density of office activity should be greater than in any other part of downtown, 27 with the greatest concentration of large buildings of primarily office and 28 commercial use. 29 DOC2—Downtown Office Core 2: Provides for a range of high-density office 30 and commercial activities with retail shopping and support services closely 31 related to the primary office core. The density of development is not as great as in 32 the DOC1 zone. Large-scale office buildings are appropriate when they do not 33 adversely affect the pedestrian environment or existing development determined 34 desirable for preservation. 35
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 25 Supplemental Draft EIS Alaskan Way Alaskan Way Viaduct Downtown Office Core 1 Highrise
Downtown Mixed Commercial Columbia St
Cherry St Colman Elliott Dock Bay James St Yesler Way 1st Ave S Ave 1st
S Washington St International District Downtown Residential Pier 48 Harborfront 1 S Main St 2nd Ave S Ave 2nd
S Jackson St Pioneer Square Mixed
Terminal 46 S King St International District Mixed
4th Ave4th S Ave5th S
Alaskan S Way
Airport Way S
Commercial 2 QWEST General Industrial 1 Field
S
e
v
A
l
a
t
n
e
d
i
c
c
O General Industrial 2 Industrial 1st Ave S 1st Commercial
S Royal Brougham Way
Legend
E Marginal Way S Shoreline Destination SAFECO Field Urban Harborfront General Urban Industrial Industrial 2 Bored Tunnel South Portal Area Stadium Transition Area S Atlantic St Overlay District
554-1585-030/CC(07) 3/4/10 Source: City of Seattle, 2009
Exhibit 4-5 0 600 Zoning and Shoreline Environment SCALE IN FEET Designation Map - South 5th Ave
Battery St 4th Ave
Downtown Mixed Bell St Downtown Office Core 2 Residential/Residential 3rd Ave Westlake Ave N Western Ave
2nd Ave Olive Wy
Elliott Ave Lenora St 1st Ave
Virginia St Alaskan Way Downtown Mixed 5th Ave Downtown Har Commercial 4th Ave Stewart St
3rd Ave Downtown Retail Core borfrontAlaskan 2 Way Downto 2nd Pine Ave St
Pike 1st Ave
w Viaduct Market n Pike St Harbor Mixed
front 1 Union St
Downtown Office Core 1 University St
Western Ave Seneca St
Downtown Harb Spring St
Alaskan Way Viaduct
Madison St
Downtown Mixed Marion St Elliott Alaskan Way Bay orfront Commercial
Columbia St Downto 1
Legend Shoreline Designation Urban Harborfront Colman Bored Tunnel Dock South Portal Area
554-1585-030/CC(07) 2/26/10 Source: City of Seattle, 2009
Exhibit 4-6 0 600 Zoning and Shoreline Environment SCALE IN FEET Designation Map - Central
Lowrise 3 Valley St 4th Ave N Ave 4th
Roy St AuroraAve N
99
Commercial 1
Mercer St
Republican St Neighborhood Commercial 3
SEATTLE CENTER Harrison St
Seattle Mixed
Thomas St Aurora Ave N Ave Aurora
John St
Broad St Dexter Ave N Ave Dexter 5th Ave N Ave 5th 9th Ave N Ave 9th 6th Ave N Ave 6th Taylor Ave N Ave Taylor Denny Wy Denny Wy N Ave Westlake
8th Ave Downtown Mixed Commercial Clay St 7th Ave DowntownCedar Mixed St Residential/ Residential 6th Ave Vine St Downtown Wall St 5th Ave Office Core 2
Battery St 4th Ave
Down Western Ave Legend Downtown Harborfront 1 3rd Ave Bell St town Harborfront 2 Downtown Mixed Shoreline Designation 5T Residential/Residential ConservancyH AVE Waterway 2nd Ave Urban Harborfront Elliott Ave Blanchard St Urban Industrial Urban Stable 1st Ave Bored Tunnel Lenora St North Portal Area
2N 554-1585-030/CC(07) 3/4/10 Source: City of Seattle, 2009
Exhibit 4-7 0 600 Zoning and Shoreline Environment
SCALE IN FEET Designation Map - North
1 DMC—Downtown Mixed Commercial: Historically a warehouse and 2 commercial district serving the waterfront, this area currently serves as a 3 transition between the Pike Place Market, the waterfront, Pioneer Square, and the 4 office core. The transition area between the Pike Place Market and the retail core 5 contains several commercial, office, and residential buildings. Land uses 6 transition from the higher-density office buildings in the DOC1 to older 7 office/warehouse-style buildings with historical character near the waterfront and 8 Pioneer Square. However, newer residential complexes (such as Harbor Steps) 9 and institutional uses (such as the old Federal Building) are also present. 10 DMR—Downtown Mixed Residential: Provides a mixed-use community where 11 housing and associated services and amenities predominate. Office, retail, and 12 other commercial uses are compatibly integrated with the predominant 13 residential character at low to moderate densities. 14 DRC—Downtown Retail Core: Provides highly concentrated, regional retail 15 shopping activity in the core of downtown. Retail shopping, entertainment, and 16 consumer services predominate at street level, with related and supporting uses 17 in the upper floors of buildings. Office and other commercial uses may also be 18 present, but at a density and scale of development that does not conflict with the 19 primary retail function or make the street environment less conducive to 20 shopping. 21 IC—Industrial Commercial: This zone is intended to promote development of 22 businesses that incorporate a mix of industrial and commercial activities, such as 23 light manufacturing and research and development facilities, while also allowing 24 for a wide range of other employment activities. Residential uses are prohibited 25 in this zone. 26 IG1—Industrial General 1: Protects marine and rail-related industrial areas from 27 an inappropriate level of unrelated retail, residential, and commercial uses by 28 limiting these uses to a density or size limit lower than that allowed for heavy 29 industrial uses. This zone also provides for continuing, improved, redeveloped, 30 and new water-dependent marine industrial land uses and activities. Full and 31 partial acquisitions may lead to changes in land use due to reduced parcel size. 32 IG2—Industrial General 2: Allows for a broad range of uses where the industrial 33 function of an area is less established than in IG1 zones and where additional 34 commercial activity could improve employment opportunities and the physical 35 condition of the area without conflicting with industrial activity. 36 NC3—Neighborhood Commercial 3: A larger pedestrian-oriented shopping 37 district serving the surrounding neighborhood and a larger community, citywide, 38 or regional clientele, allowing comparison shopping among a range of retail 39 businesses. Land uses include supermarkets, restaurants, offices, hotels, clothing
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 29 Supplemental Draft EIS
1 shops, business support services, and residences that are compatible with the 2 area’s mixed-use character. Building types are single-purpose commercial, 3 multistory mixed-use, and residential structures. 4 Pioneer Square Mixed: The Pioneer Square Mixed zone applies to those areas 5 that lie within the Pioneer Square Preservation District, north of those areas 6 predominantly in manufacturing and industrial use and not contained within the 7 International Special Review District. 8 PMM—Pike Market Mixed: Provides for less intensive uses than the 9 surrounding zonings, in keeping with the Pike Place Market Historic District 10 designation. 11 Stadium Transition Area Overlay District: The intent of this district is to 12 improve the pedestrian environment of the area while also protecting the 13 surrounding industrial uses and encouraging uses that are complementary to the 14 stadiums. Land located within the Stadium Transition Area Overlay District is 15 subject to the regulations of the underlying zone. In the event of a conflict 16 between the provisions for the overlay and the underlying zone, the more 17 restrictive provisions apply. 18 SM—Seattle Mixed: A zone that provides for a wide range of uses to encourage 19 development of a mixed-use neighborhood.
20 4.1.5 Special Districts 21 The study area includes the Pioneer Square and Pike Place Market Historic 22 Districts, where specific development policies apply (see Exhibit 4-1). In the 23 south portal area, the Stadium Transition Area Overlay District is intended to 24 promote uses that are compatible with the two major sports stadiums (see 25 Exhibit 4-5). This district supports pedestrian-friendly uses, including 26 connections to the downtown core, and it seeks to reduce potential conflicts with 27 nearby industrial and commercial uses.
28 4.2 State, Regional, and Local Land Use and Transportation Plans and 29 Implementing Regulations 30 Several state, regional, and local land use and transportation plans and 31 implementing regulations appear to be applicable to the project. These plans and 32 regulations are described below.
33 4.2.1 Washington State Plans and Regulations 34 Growth Management Act 35 Adopted in 1990, the GMA (Revised Code of Washington, Chapter 36.70A) 36 requires state and local governments to manage statewide growth by identifying
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 30 Supplemental Draft EIS
1 urban growth areas and preparing comprehensive plans, capital improvement 2 programs, and development regulations. The GMA also requires the 3 identification of transportation projects. The Alaskan Way Viaduct is considered 4 an essential public facility under the GMA.
5 Washington Transportation Plan 2007–2026 6 The Washington Transportation Plan 2007–2026 provides a framework and 7 strategies to guide decisions and investments needed to develop Washington’s 8 transportation system to serve the future needs of its citizens, communities, and 9 economy, while safeguarding the environment. The core principle of the 10 investment guidelines is that the existing transportation system should not be 11 allowed to deteriorate (Washington State Transportation Commission and 12 WSDOT 2006).
13 Coastal Zone Management Program and Shoreline Management Act 14 Under the requirements of the CZM Act of 1972, activities of federal agencies that 15 affect coastal zone land uses, water uses, or natural resources must be consistent 16 with the state’s CZM Program. The State of Washington uses the CZM Program 17 as its primary implementing mechanism to comply with the CZM requirements. 18 King County is one of 15 counties in the state’s coastal zone. The City of Seattle 19 has its own Shoreline Master Program, which serves to implement the policy and 20 provisions of the Shoreline Management Act and the Shoreline Goals and Policies 21 of the City of Seattle Comprehensive Plan (Seattle 2009) by regulating development 22 of Seattle’s shorelines. The City’s Shoreline Master Program is being amended.
23 4.2.2 Regional Plans
24 VISION 2040/Transportation 2040 25 VISION 2040 provides a regional framework for long-range transportation 26 planning that integrates freight, ferries, highways, local roads, transit, bicycling, 27 and walking (PSRC 2009. The regional perspective for transportation recognizes 28 the critical link between transportation and land use planning, economic 29 development, and the environment. The focus of VISION 2040 is to contain 30 growth, concentrate new employment into urban centers, and link the centers 31 with a high-quality multimodal transportation system. VISION 2040 also 32 provides the basis for the more detailed planning and investment strategies in the 33 Metropolitan Transportation Plan (Transportation 2040) (PSRC 2010). 34 Transportation 2040 is an action plan for transportation in the central Puget Sound 35 region for the next 30 years (PSRC 2010). It is the regional transportation 36 planning document that serves as the basis for state and federal transportation 37 expenditures within the region. The transportation-related plans of the cities, 38 counties, transit agencies, and the region form the basis of Transportation 2040.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 31 Supplemental Draft EIS
1 Comprehensive Plan for Public Transportation 2 The Comprehensive Plan for Public Transportation sets the policy basis for the King 3 County Department of Transportation, Metro Transit Division (Metro Transit) 4 (King County 2007). It identifies goals, objectives, and high-level policies to guide 5 the management and development of public transportation services. Originally 6 developed in 1993 as the Long Range Planning Framework, it was updated and 7 renamed the Comprehensive Plan for Public Transportation in 2007. The update 8 involved the addition of new policies to address locally developed transit services 9 and transit-oriented development and to incorporate the Transit Now program.
10 Strategic Plan for Public Transportation, 2007–2016 11 The Strategic Plan for Public Transportation provides the framework for transit 12 service and capital investments for the next 10 years (King County 2009). 13 Adopted in November 2007, the Strategic Plan replaces and updates the 2002– 14 2007 Six-Year Transit Development Plan (King County 2004). It sets forth strategies 15 for transit, paratransit, and rideshare services and supporting capital facilities in 16 King County and guides annual operating and capital program decisions that 17 define Metro services. It also incorporates the voter-approved Transit Now 18 program and includes new strategies to address transit-oriented development 19 and locally developed transit. The plan was amended in 2009 to reflect 20 circumstances that have changed since 2007 and to align with the Metro 2010– 21 2011 biennial budget (King County 2007).
22 4.2.3 Local Plans and Implementing Regulations
23 Seattle’s Comprehensive Plan 24 The City of Seattle Comprehensive Plan: Toward a Sustainable Seattle (2004-2024) is a 25 20-year plan to guide growth and development in Seattle; it articulates basic 26 policy choices and provides a flexible framework for adapting to real conditions 27 over time. The plan can be amended annually to address changes in specific 28 goals and policies (Seattle 2009). 29 Goals and policies established in all of the neighborhood plans within the study 30 area were reviewed, and key policies within each plan were adopted into the 31 overall City of Seattle Comprehensive Plan. Although the neighborhood plans in 32 their entirety were not adopted by the City, goals and policies within these plans 33 provide community direction intended to guide future activities within 34 individual neighborhoods. 35 The Washington State Legislature passed Engrossed Substitute House Bill (ESHB) 36 1959, and it was signed into law by the governor in July 2009. The new law 37 requires the City of Seattle to include a container port element in its 38 comprehensive plan. When the container port element is developed and
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 32 Supplemental Draft EIS
1 adopted into the plan, it will establish policies and programs that define and 2 protect the core areas of port and port-related industrial uses in Seattle, 3 provide reasonably efficient access to the core area through freight corridors 4 within the city limits, identify and resolve key land use conflicts along the 5 edge of the core area, and minimize and mitigate incompatible uses along the 6 edge of the core to the extent practicable.
7 Neighborhood Plans 8 A few of the neighborhood plans within the study area are in the preliminary 9 stages of being updated and have gone through a recent review process. Status 10 reports have been prepared for each of these neighborhoods to describe aspects 11 such as population, development, housing affordability, transportation, parks, 12 and neighborhood plan implementation. These reports will contribute to future 13 policy decisions, including decisions about whether or how to update these 14 neighborhood plans. All other neighborhoods in the study area have been the 15 subject of recent extensive planning initiatives and are not included as part of the 16 current review and update process. The Livable South Downtown planning 17 process addresses growth and planning issues specific to the neighborhoods of 18 Pioneer Square, Chinatown/International District, and the northernmost edges of 19 the Greater Duwamish MIC (Seattle 2006a). Specific goals include stimulating 20 housing and jobs through zoning and land use decisions, promoting an integrated 21 mix of uses, and supporting quality connections between neighborhoods and the 22 downtown as a whole. The neighborhood plan update process is expected to be 23 completed by 2012. A summary of the goals and polices for each neighborhood 24 plan within the study area is provided below.
25 Greater Duwamish Manufacturing and Industrial Center Plan (1999) 26 This plan provides goals and policies that are intended to ensure the vitality and 27 expansion of manufacturing and industrial activity in the Greater Duwamish 28 MIC. The plan presents the following primary objectives for this area: 29 • Restrict incompatible or competing land uses within the MIC. 30 • Encourage manufacturing and industrial job retention and growth. 31 • Establish a growth target of 10,680 new family-wage industrial jobs. 32 • Retain and improve access to and transportation within the MIC. 33 • Retain existing businesses and encourage new manufacturing and 34 industrial development within the MIC. 35 The plan designated the Greater Duwamish MIC as an industrial area, with a 36 focus on providing family-wage, industrial-type jobs and limiting incompatible 37 uses, such as residences and gathering places for the general public. Retention of
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 33 Supplemental Draft EIS
1 the manufacturing and industrial base as an important economic asset is the 2 primary overall goal of the plan. Recent planning initiatives related to the 3 Industrial Jobs Work Program have been associated with this neighborhood 4 planning area (Seattle 1999f).
5 Pioneer Square Neighborhood Plan (1998) 6 This plan provides an update to the 1991 plan for the Pioneer Square Historic 7 District. The 1991 plan provided proposals for capital improvements, identified 8 sites where development should be encouraged, and recommended design 9 guidelines for public space. The updated 1998 plan provides recommendations to 10 achieve goals and policies of the former plan and includes goals for improving 11 public spaces; increasing the range of housing stock; strengthening the economic 12 base; and improving parking, transportation, and utility infrastructure (Seattle 13 1998). Recent South Downtown planning efforts have involved the Pioneer 14 Square neighborhood.
15 Commercial Core Neighborhood Plan (1999) 16 This plan contains goals and policies for the Commercial Core area, the city’s 17 largest and most developed downtown neighborhood. The downtown 18 Commercial Core includes Seattle’s retail core, the financial center/office core, 19 City of Seattle and King County government centers, the central waterfront, and 20 the Pike Place Market Historic District. The Commercial Core Neighborhood Plan 21 presents the area’s goals and policies for implementing the overall goal of 22 Seattle’s Comprehensive Plan to concentrate future growth in urban centers 23 throughout the city. Two primary goals are identified: (1) create a major center 24 for employment, tourism and conventions, shopping, and residential 25 neighborhood resulting in a regional hub of cultural and entertainment activities; 26 and (2) promote a unique neighborhood identity for the Commercial Core (Seattle 27 1999b). Recent planning efforts in this neighborhood have included the 2006 28 downtown zoning work.
29 Downtown Urban Center Neighborhood Plan (1999) 30 The 1999 neighborhood plan is an update of the 1985 Downtown Land Use and 31 Transportation Plan. It includes goals and policies for five urban center villages 32 within the Downtown Urban Center. As such, it provides a compilation of the 33 more specific goals and policies included in the downtown urban village 34 neighborhood plans. 35 The plan is discussed in the context of policies for land use, housing, 36 transportation, human services, economic development, and capital facilities that 37 may influence the Downtown Urban Center (Seattle 1999e).
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 34 Supplemental Draft EIS
1 Belltown Neighborhood Plan (1998) 2 Belltown lies within the Denny Regrade Urban Center Village. This plan includes 3 elements for housing, commercial land use, transportation, the pedestrian 4 environment, public safety, and community enrichment. The plan outlines key 5 strategies for achieving its goals. These strategies are to provide for the Green 6 Streets and open space strategy within the neighborhood, sustain the overall 7 character of Belltown, and sustain adequate parking in the neighborhood. 8 Recommendations are made for each strategy, followed by individual goals and 9 policies for each of the elements identified above (Seattle 1999a).
10 Denny Triangle Plan (1998) 11 This plan provides goals and policies intended to create a separate identity and 12 future for the Denny Triangle area, distinct from downtown or the larger Denny 13 Regrade area. It presents key integrated activities for the area and identifies goals 14 and polices for housing, land use, urban form, and transportation. Recent 15 planning initiatives in this neighborhood include the 2006 downtown zoning 16 work (Seattle 1999c).
17 Uptown/Queen Anne Neighborhood Plan (1998) 18 The Uptown neighborhood (also known as Lower Queen Anne) is envisioned as a 19 thriving and active mixed-use urban center village. The neighborhood plan 20 recommends several actions that should be taken to fulfill its goal of making this 21 location into a unique urban neighborhood. In addition, the plan calls for 22 establishing a new conservation district to preserve historic and affordable 23 apartment buildings, implementing improvements to identified intersections and 24 enhancing crossroads traffic flow, reducing heavy truck traffic to reduce 25 pedestrian conflicts and promote safety, and establishing a neighborhood park 26 (Seattle 1999g).
27 South Lake Union Neighborhood Plan (1998) 28 This plan focuses on three components for improving the South Lake Union area: 29 neighborhood character, parks and open space, and transportation. The key 30 recommendations for each of these elements are intended to establish long-range 31 goals for future development in the area. The plan emphasizes the desire for 32 mixed-use opportunities to provide work and recreation in the area, while 33 maintaining and expanding commercial opportunities. Concerns about housing, 34 environmental, transportation, and open space are also addressed (Seattle 1999h). 35 South Lake Union has continued to undergo significant changes. The 36 neighborhood is expected to see much higher growth than it had planned for in 37 the 1990s. Seattle’s 2004 Comprehensive Plan update designated South Lake 38 Union as an urban center to recognize the expected growth. The updated 2007
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 35 Supplemental Draft EIS
1 neighborhood plan includes plans for large-scale redevelopment of the 2 neighborhood and major public investments. Neighborhood planning activity in 3 this area is ongoing. 4 Past planning initiatives for this neighborhood included the South Lake Union 5 Transportation Study, completed in 2004, which identified transportation 6 improvements necessary in the area (SDOT and WSDOT 2004). These 7 improvements call for a number of transit, pedestrian, and bicycle measures that, 8 taken together, would result in significant benefits to South Lake Union and the 9 surrounding neighborhoods. Such benefits include reconnecting the growing 10 neighborhood to the city, untangling streets, improving mobility for surrounding 11 neighborhoods, promoting transit, and continuing a smooth flow of freight and 12 people through the corridor.
13 Seattle’s Transportation Strategic Plan (2005) 14 The Transportation Strategic Plan (Seattle 2005) is the 20-year functional work plan 15 for SDOT. The plan describes the actions SDOT will take to accomplish the goals 16 and policies in the Comprehensive Plan over the next 20 years. The plan helps to 17 define key transportation issues raised by the City Council about the long-term 18 and day-to-day operations of Seattle’s transportation system and to instigate 19 change within SDOT. The plan strategies are consistent with the direction of both 20 Seattle’s Comprehensive Plan and PSRC’s Transportation 2040 plan. Key themes 21 of the plan include improving safety, preserving and maintaining transportation 22 infrastructure, supporting the urban village land use strategy, and providing 23 mobility and access through transportation choices.
24 Seattle Land Use Code 25 The purpose of the Seattle Land Use Code (SMC Title 23) is to protect and 26 promote public health, safety, and general welfare through a set of regulations 27 and procedures for the use of land that are consistent with and implement the 28 Seattle’s Comprehensive Plan. The Land Use Code classifies land within the city 29 into various land use zones and overlay districts that regulate the use and 30 development standards, as well as bulk of buildings and structures. The 31 provisions are designed to provide adequate light, air, access, and open space; 32 conserve the natural environment and historic resources; maintain a compatible 33 scale within an area; minimize traffic congestion; separate incompatible land uses; 34 and enhance the streetscape and pedestrian environment. They seek to achieve 35 an efficient use of the land without major disruption of the natural environment 36 and to direct development to sites with adequate services and amenities. 37 The Land Use Code also provides zoning and other development regulations for 38 the city. These regulations set forth procedures and standards for the use of land 39 within the city. In addition to general use or activity requirements, these
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 36 Supplemental Draft EIS
1 provisions include specified height and size restrictions, as well as setback, 2 parking, landscaping, and view requirements. The Land Use Code also includes 3 special overlay districts that identify other development requirements in addition 4 to those noted for individual zones.
5 Environmentally Critical Areas 6 The City designates environmentally critical areas where existing conditions 7 warrant specification of potential hazards or protection of critical areas. The 8 shoreline area along the harborfront has been identified as a potential seismic 9 liquefaction zone. This designation refers to the potential instability of soils 10 during an earthquake, given that much of the study area is underlain by old fill 11 material. Critical areas maps also identify several steep slope areas scattered near 12 the waterfront. Steep slope areas may be subject to slide conditions if 13 overburdened by extensive development. Refer to Appendix P, Earth Discipline 14 Report, for more detailed information.
15 Shoreline Master Program 16 The Shoreline Master Program constitutes the policies and regulations governing 17 development and uses on and adjacent to marine and freshwater shorelines. 18 These include Elliott Bay along with other waters of Puget Sound and Lake 19 Washington, Lake Union/Ship Canal, the Duwamish River, and Green Lake, as 20 well as associated wetlands and floodplains. 21 The City’s current Shoreline Master Program defines shoreline environments for 22 all shoreline areas. Shoreline environments form zones where additional 23 development standards must be met in addition to the zoning requirements of the 24 underlying zones. These additional requirements establish the types of land uses 25 permitted within shoreline areas and development regulations governing size 26 and other standards. The location of the shoreline environment designations 27 relative to the southern, central, and northern portions of the study area are 28 shown on Exhibits 4-5, 4-6, and 4-7. Two shoreline environments are designated 29 in the study area: 30 UI–Urban Industrial: The purpose of the UI shoreline environment is to provide 31 for efficient use of industrial shorelines by cargo and passenger terminals and 32 other water-dependent and water-related industrial uses. Views must be 33 secondary to industrial development, and public access must be provided mainly 34 on public lands or in conformance with an area wide public access plan. 35 UH–Urban Harborfront: The purpose of the UH shoreline environment is to 36 encourage economically viable water-dependant uses to meet the needs of 37 waterborne commerce, facilitate the revitalization of downtown Seattle’s 38 waterfront, provide opportunities for public access and recreational enjoyment of
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 37 Supplemental Draft EIS
1 the shoreline, preserve and enhance elements of historic and cultural significance, 2 and preserve views of Elliott Bay and the land forms beyond.
3 Seattle’s Central Waterfront Concept Plan (2006) 4 In June 2006, the City released a new plan, entitled Mayor’s Recommendations: 5 Seattle’s Central Waterfront Concept Plan, for the downtown waterfront area 6 extending approximately from Myrtle Edwards Park in the north to S. Atlantic 7 Street in the south, and from First Avenue in the east to the Elliott Bay shoreline in 8 the west (Seattle 2006b). The plan describes the existing conditions and presents 9 conceptual plans and policies for the central waterfront area. Framework principles 10 have been identified to guide these efforts, with an overall principle that stresses the 11 need to balance and integrate multiple uses, and in some cases competing uses, for 12 the waterfront area. The plan was developed in anticipation of the removal of the 13 Alaskan Way Viaduct. The concept plan includes specific recommendations for 14 three waterfront areas: the North Waterfront, Central Waterfront, and Colman 15 Dock/South Waterfront. The plan also proposes the creation of a Historic Piers 16 District for Piers 54 through 59, which may include local or national historic 17 designation for this area (Seattle 2006b). 18 The concept plan includes a number of recommendations intended to form a 19 design program for the planning area, including the following goals: 20 • Acknowledge the past, present, and future theme within the plan. 21 • Develop a visual sequence of icons and public spaces along the length of 22 the waterfront. 23 • Incorporate green design in the redevelopment of the waterfront. 24 • Enhance habitat in shallow shoreline areas and integrate habitat into the 25 seawall design. 26 • Create public spaces and integrate them with shoreline habitat along the 27 seawall. 28 • Reinforce existing east-west connections between the waterfront and 29 Center City for pedestrians and vehicles. 30 • Develop east-west connections that improve pedestrian movement 31 between Center City and waterfront destinations. 32 • Manage the flow of traffic on the Alaskan Way surface street for 33 pedestrian, freight, and vehicle movement through the corridor. 34 • Adjust regulations to allow building entrances and facades along the east 35 edge of Alaskan Way. 36 • Maintain Terminal 46 as a container facility.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 38 Supplemental Draft EIS
1 Seattle Center Century 21 Master Plan (2008) 2 The Seattle Center Century 21 Master Plan (City of Seattle 2008) lays out a vision for 3 the future of the campus over a 20-year period. The focus of the plan is to unify 4 the open space at the heart of the campus and create connections between the 5 buildings on the periphery, the open spaces at the center, and the growing 6 neighborhoods on the edges of Seattle Center. The Seattle Center Century 21 7 Master Plan calls for increasing the mode and frequency of transit, improving 8 pedestrian connections to and through the campus, and making it easier and safer 9 to access Seattle Center from a vehicle or bicycle or on foot. The following future 10 transportation-related projects are called for in the plan: 11 • A new underground multimodal transportation center and parking 12 garage, located at the Memorial Stadium site, providing direct bus and 13 truck loading to campus venues and patron parking. 14 • Improved access with new emphasis on pedestrian safety, with better 15 connections to and through the site, especially from transit stops. 16 • A proposed bus rapid transit stop on the west side of Seattle Center on 17 First Avenue N. and Republican Street as part of the new RapidRide line 18 between north downtown and Ballard. 19 • Expansion of the South Lake Union streetcar to Seattle Center along the 20 Central Line route.
21 4.3 Development Activity and Trends 22 Development activity and overall land use characteristics in the study area 23 continue to evolve from primarily employment-related uses to a major center for 24 tourism, retail shopping, meeting and convention activities, and entertainment. 25 Continuing long-term trends, downtown Seattle's land use character is a 26 relatively dense and growing Urban Center, the largest in the Pacific Northwest. 27 The downtown area has continued to evolve from a predominantly commercial 28 office and retail center to a more diverse-use character that includes numerous 29 residential uses, shopping, convention and meeting facilities, tourism, and 30 entertainment-oriented uses. 31 Within the study area, there has been an increased emphasis on providing more 32 residential opportunities and better livability, placing residents close to jobs and 33 amenities. According to the Downtown Seattle Association, in 2009 there were 34 several residential development projects under construction or scheduled to begin 35 construction (Downtown Seattle Association 2009). Exhibits 4-8 and 4-9 show 36 recent development activity in the south and north portal areas, respectively. 37 Development projects are divided into three categories: those planned for 38 construction, those currently under construction, and those recently 39
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 39 Supplemental Draft EIS 5th Ave Union St Western Ave Seneca St 4th Ave
3rd Ave
2nd Ave Alaskan Way Viaduct
1st Ave Madison St
Marion St
Alaskan Way Columbia St
5
Seattle Ferry Terminal Yesler Way Elliott Bay
Pier 48 1st Ave S Ave 1st 2nd Ave S Ave 2nd
Qwest Field North Lot Residential S King St Office/Retail Terminal 46
Starbucks
Office Qwest Ave4th S Ave5th S Field Stadium Lofts Residential Commercial Airport Way S
Alaskan S Way
Palmer Court Office
1st Ave S 1st 90 S Royal Brougham Way
Terminal 46 SAFECO Field Gull Industries Office/Retail E Marginal Way S S Atlantic St
Stadium Technology Center Office/Retail
Ave S
Occidental
Utah Ave S
Colorado Ave S 554-1585-030/CC(07) 7/7/10 Planned Projects
Projects Recently Completed Exhibit 4-8 0 800 Projects Currently Under Construction Development Activity SCALE IN FEET North Portal South Portal Area Aloha St Lake Union
Valley St 99 UW Medical
4th Ave N Ave 4th Lake Union Phase II Roy St Aurora Ave N Ave Aurora Biotech/Medical
Mercer St
Bill and Melinda Gates Amazon Headquarters Foundation Campus Office Office
SEATTLE CENTER
Seattle Center 5th Ave North Garage Parking
Marselle Residential
Broad St Taylor 28 and Denny Way Apartments Borealis Apartments Residential Residential 4th Ave 4th 5th Ave N Ave 5th 6th Ave N Ave 6th 9th Ave N Ave 9th Queen Anne Ave N Taylor Ave N Ave Taylor Dexter Ave N Ave Dexter Boren Ave N Ave Boren Denny Wy N Ave Aurora Fairview Ave N Ave Fairview Westlake Ave N Ave Westlake
S Hyatt Place Seattle/ 600 Wall Street 6th and8th Denny Ave Residential St Apartments Clay St Commercial 7th Hotel/Residential Ave ed CedarCed St Moda 6th Ave Westlake Ave N Vine St Residential Western Ave 5th Ave
4th Ave Elliott Ave Battery St
3rd Ave Bell St
2nd Ave
Olive Wy 1st Ave Alaskan Way Lenora St
5th Ave Virginia St 4th Ave
3rd Ave Stewart St
Alaskan Way 2nd Ave Elliott Bay 1st Ave
Viaduct
Pike St Seattle Aquarium Commercial
Union St
554-1585-030/CC(07) 4/28/09 Planned Projects
Projects Recently Completed Exhibit 4-9 0 800 Projects Currently Under Construction Development Activity SCALE IN FEET North Portal North Portal Area
1 completed. Several development projects are currently under construction in 2 both the south and north portal areas, with only a few projects planned for future 3 development. 4 The area south of Seattle’s Commercial Core includes the areas of Pioneer Square, 5 the Stadium Transition Area Overlay District, and the Greater Duwamish MIC. 6 Land uses in Pioneer Square are primarily tourist, services, and residential. The 7 Stadium Transition Area Overlay District and the First Avenue S. corridor are a 8 mix of industrial and commercial uses, consistent with City policies. This area 9 generally trends toward increased diversity with the presence of commercial uses 10 mixed with warehouse and industrial-oriented uses. 11 Infill and redevelopment trends in the past few years are mostly related to office 12 and residential high-rise development in Belltown and the Denny Triangle. This 13 has increased residential densities in Belltown with a general pattern of office core 14 infill and continuing the growth of the downtown office core outward. Similarly, 15 infill development has occurred within the Pioneer Square neighborhood as part 16 of an overall downtown growth trend. South of the Commercial Core, the trend 17 has included occasional development projects that involve filling in available 18 vacant parcels and remodeling existing buildings in Pioneer Square and along the 19 First Avenue S. corridor. However, recent economic conditions have brought 20 most short-term development prospects to a halt. The Port of Seattle continues to 21 improve and redevelop existing marine cargo facilities in the UI and IG1 22 environments, particularly water-dependent marine industrial locations west of 23 E. Marginal Way S. and Alaskan Way S., including Terminals 25, 30, and 46. 24 The City, acknowledging this shift, has initiated a planning process for several of 25 the neighborhoods located south of downtown Seattle. This planning process 26 would identify City land use actions that may result in a more livable community 27 by encouraging residential and job-related development in appropriate ways and 28 by balancing local and regional uses while respecting the rich culture and history 29 of the area. 30 The south portal area has a mix of residential and office-use developments 31 currently under construction, and much of the development near the north portal 32 area is also a mix of residential and office uses, with more office and 33 research/development uses slightly farther away in South Lake Union. 34 A major development project currently underway in the northern portion of the 35 study area is the Bill and Melinda Gates Foundation Campus. Located just east of 36 Seattle Center, the foundation’s global headquarters will include three 6-story 37 office buildings with a combined 700,000 square feet of office space, visitor’s 38 center, parking garage, and open space. The first two buildings will be completed 39 by 2011; the third building will likely be completed by 2013–2014. Roadway
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 42 Supplemental Draft EIS
1 access to the complex is expected along Fifth Avenue N., Harrison Street, and 2 Mercer Street. 3 The South Lake Union neighborhood in the northern portion of the study area has 4 experienced substantial redevelopment in the last decade, with an increasing 5 number of biotechnology and high-technology companies locating there. The 6 most recent addition is the UW Medicine South Lake Union branch. In addition, 7 Amazon.com will move its current global headquarters to a new 11-building 8 campus in the South Lake Union neighborhood beginning in mid-2010, with full 9 occupancy by 2011. The new campus is located south of Mercer Street along 10 Terry Avenue N. and the South Lake Union streetcar line. Each of the proposed 11 campus buildings will include office and street-level retail space; about 12 100,000 square feet of retail space is planned. In addition, the campus will include 13 courtyard plazas and pockets of open green space. Redevelopment along the 14 Mercer corridor has also begun in the last few years, and efforts continue toward 15 economic development in the South Lake Union neighborhood through several 16 redevelopment projects planned along this corridor.
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1 Chapter 5 OPERATIONAL EFFECTS, MITIGATION, AND 2 BENEFITS
3 5.1 Operational Effects of the Viaduct Closed (No Build Alternative) 4 Both federal and Washington State environmental regulations require agencies to 5 evaluate a No Build Alternative to provide baseline information about existing 6 conditions in the project area. For this project, the No Build Alternative is not a 7 viable alternative because the existing viaduct is vulnerable to earthquakes and 8 structural failure due to ongoing deterioration. Multiple studies of the viaduct’s 9 current structural conditions, including its foundations in liquefiable soils, have 10 determined that retrofitting or rebuilding the existing viaduct is not a reasonable 11 alternative. At some point in the future, the roadway will need to be closed. 12 The Viaduct Closed (No Build Alternative) describes what would happen if the 13 Bored Tunnel Alternative or another build alternative is not implemented. If the 14 existing viaduct is not replaced, it will be closed, but it is unknown when that 15 would happen. However, it is highly unlikely that the existing structure could 16 still be in use in 2030. 17 The Viaduct Closed (No Build Alternative) describes the consequences of 18 suddenly losing the function of SR 99 along the central waterfront based on the 19 two scenarios described below. All vehicles that would have used SR 99 would 20 either navigate the Seattle surface streets to their final destination or take S. Royal 21 Brougham Way to I-5. The consequences would last until transportation and 22 other agencies could develop and implement a new, permanent solution. The 23 planning and development of the new solution would have its own 24 environmental review. 25 The Viaduct Closed (No Build Alternative) assumes that one of two scenarios 26 would occur: (1) an unplanned closure of the viaduct for some structural 27 deficiency, weakness, or smaller earthquake event; or (2) a catastrophic and 28 complete collapse. Any collapse, whether partial or complete, would cause a 29 sudden disruption to traffic flow, which would affect adjacent residences and 30 businesses that rely on the viaduct for their access. Disruption of traffic flow 31 would also include industrial traffic using the viaduct for access to cargo transfer 32 areas in the study area and industrial areas to the south, as well as north-south 33 traffic. Any collapse could also include debris striking existing land uses near the 34 viaduct. 35 Under a complete collapse, disruptions to traffic flow would likely affect an area 36 larger than that of nearby residences and businesses, and the disruptions would 37 last for a longer period of time. Except for a complete collapse, it is expected that
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 45 Supplemental Draft EIS
1 effects on land uses would be relatively short in duration until the damaged area 2 or impaired use could be replaced and full access restored.
3 5.2 Operational Effects of the Bored Tunnel Alternative 4 The Bored Tunnel Alternative would begin at about S. Royal Brougham Way as 5 a surface roadway that would transition to a cut-and-cover tunnel. SR 99 would 6 be in a stacked tunnel, with two southbound travel lanes on the top and two 7 northbound travel lanes on the bottom. The tunnel would continue under 8 Alaskan Way S. to approximately S. Washington Street, where it would curve 9 slightly away from the waterfront and then travel under First Avenue. At 10 Stewart Street, it would travel in a northern direction under the Belltown 11 neighborhood. At Denny Way, the tunnel would travel under Sixth Avenue N., 12 where SR 99 would transition to a side-by-side surface roadway at about 13 Harrison Street. The Bored Tunnel Alternative would provide increased access 14 to nearby land uses in the south and north portal areas.
15 5.2.1 Permanent Effects on Land Use 16 Only a few land uses in the south and north portal areas would be permanently 17 changed, primarily from office, retail, and commercial land uses to transportation 18 uses, due to right-of-way acquisitions. Conversion of land to transportation use 19 would result in a very slight reduction in the overall level of development. This 20 conversion of land use is not expected to influence development activity or trends 21 in those areas. In addition, land use under the Bored Tunnel Alternative would 22 be consistent and compatible with existing land use plans. 23 The tunnel operations buildings at both the north and south portals would 24 provide both maintenance and ventilation functions. Major portions of the 25 structure would likely be several stories high, but it would fit within the 26 requirements of the existing zoning and land use code. Height restrictions and 27 the urban context would be carefully considered in the design of these buildings. 28 With the Bored Tunnel Alternative, the downtown access ramps from and to 29 SR 99 would not be in their existing locations, which currently include a 30 southbound off-ramp and a northbound on-ramp at First Avenue S., a 31 southbound on-ramp from Columbia Street, and a northbound off-ramp at Seneca 32 Street. Instead, new ramps would be built from northbound SR 99 to Alaskan 33 Way S. and from Alaskan Way S. to southbound SR 99 near S. Royal Brougham 34 Way. More circuitous and less convenient access due to removal of the 35 downtown access ramps may result in some degree of inconvenience, and 36 businesses in the central downtown could experience disruptions in the flow of 37 customers and employees and in the delivery or shipment of materials and 38 supplies.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 46 Supplemental Draft EIS
1 Local traffic access to downtown land uses would be provided via an improved 2 Alaskan Way (and northbound Western Avenue); a more in-depth discussion 3 about these improvements is included in Appendix C, Transportation Discipline 4 Report.
5 South Portal 6 In the south portal area, full northbound and southbound access to and from SR 99 7 would be provided between S. Royal Brougham Way and S. King Street. The 8 northbound on-ramp to and southbound off-ramp from SR 99 would be built in the 9 vicinity of S. Royal Brougham Way and would intersect with the East Frontage 10 Road. The southbound on-ramp to and northbound off-ramp from SR 99 would 11 feed directly into a reconfigured Alaskan Way S. The reconfigured Alaskan Way S. 12 would have a pedestrian and bicycle trail on the west side, called the Port Side 13 Pedestrian/Bike Trail. These improvements would benefit adjacent land uses by 14 improving accessibility for employees, customers, and residents. 15 South of S. King Street, two options are being considered for new cross streets that 16 would be built to intersect with Alaskan Way S. The New Dearborn and Charles 17 Intersections option would provide new westerly street extensions at S. Dearborn 18 Street and S. Charles Street. The New Dearborn Intersection option would provide 19 only a westerly extension of S. Dearborn Street. With the New Dearborn and 20 Charles Intersections option, S. Dearborn Street and S. Charles Street would be about 21 350 feet apart. These improvements would increase east-west connectivity between 22 the historic Pioneer Square and Greater Duwamish MIC neighborhoods and enhance 23 the accessibility to existing land uses, such as the sports stadiums, ferry terminal, 24 and waterfront businesses. Potential future development, such as the Qwest Field 25 north lot, would benefit from the improved accessibility. The City Side Trail and the 26 Port Side Pedestrian/Bike Trail would also benefit from the improved accessibility. 27 The two south portal area options would also define new blocks of property that 28 would be available for future development under the City’s existing Industrial 29 Commercial land use zone. This zone is intended to promote development of 30 businesses that incorporate a mix of industrial and commercial activities, such as 31 light manufacturing and research and development facilities, while also allowing 32 for a wide range of other employment activities. The availability of this land for 33 development is not expected to influence development activity or trends in the 34 Pioneer Square or Greater Duwamish MIC neighborhoods. The future 35 development of this property would be required to be consistent and compatible 36 with existing land use plans. 37 The south portal would include a tunnel operations building south of Railroad 38 Way S. and west of First Avenue S. to provide tunnel ventilation and tunnel 39 maintenance functions. Part of the building would be constructed underground.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 47 Supplemental Draft EIS
1 The remaining portion of the building is expected to be approximately 60 feet tall, 2 with ventilation stacks extending up to 30 feet above the roof. The ventilation 3 stacks would be exempt from zoning height restrictions. 4 The tunnel operations building could be designed to meet requirements of the 5 existing Industrial Commercial zone, Stadium Transition Area Overlay District, 6 and other applicable land use code regulations that may apply. The tunnel 7 operations building may be similar in character to the terminal and warehouse 8 land uses in the area.
9 North Portal 10 In the north portal area, full northbound and southbound access to and from SR 99 11 would be provided near Harrison and Republican Streets. The existing on- and 12 off-ramps at Denny Way would be closed and replaced with downtown access 13 ramps to and from SR 99 that would be accessed via Aurora Avenue between 14 Denny Way and Harrison Street. Northbound access from SR 99 and southbound 15 access to SR 99 would be provided via new ramps at Republican Street. 16 A two-way Mercer Street would be constructed between Dexter Avenue N. and 17 Fifth Avenue N. Sixth Avenue N. would be extended from Harrison Street to 18 Mercer Street. Broad Street would be closed and filled between Ninth Avenue N. 19 and Taylor Avenue N. Although the removal of Broad Street would change 20 pedestrian, bicycle, and vehicle circulation patterns, it would not decrease 21 accessibility to adjacent land uses. 22 Surface streets would be reconfigured and improved in the north portal area. 23 Improvements would include connecting John, Thomas, and Harrison Streets so 24 that they intersect with Aurora Avenue and provide pedestrians and vehicles 25 access across this street. The connections would extend from Sixth Avenue N. to 26 Dexter Avenue N. Pedestrian sidewalks would be maintained along both sides of 27 Aurora Avenue. 28 Businesses along the east side of SR 99, between Harrison and Mercer Streets 29 would no longer have direct access to and from SR 99. However, these businesses 30 have other access points on Harrison and Republican Streets as well as via the 31 alleyway between SR 99 and Dexter Avenue N. The more circuitous and less 32 convenient access for these businesses could affect their operations. 33 Two options are being considered for Sixth Avenue N. and the southbound on- 34 ramp to SR 99: a Curved Sixth Avenue option and a Straight Sixth Avenue 35 option. Overall, both options would increase east-west connectivity between the 36 South Lake Union and Uptown neighborhoods and enhance the accessibility to 37 existing land uses and potential future development, such as the South Lake 38 Union area and the Bill and Melinda Gates Foundation Campus. However, the 39 Straight Sixth Avenue option would divide the eastern portion of the Bill and
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 48 Supplemental Draft EIS
1 Melinda Gates Foundation property from the main campus buildings. Access to 2 the property east of Sixth Avenue N. from the main campus would not be 3 allowed from Sixth Avenue N. but could be provided by building over Sixth 4 Avenue N. The Bill and Melinda Gates Foundation Campus Master Plan would 5 need to be modified to accommodate the Straight Sixth Avenue option. 6 The north portal would include a tunnel operations building between Thomas 7 and Harrison Streets on the east side of Sixth Avenue N. to provide tunnel 8 ventilation and maintenance functions. Part of the building would be constructed 9 underground, and the remaining portion is expected to be approximately 65 feet 10 tall, with ventilation stacks extending up to 30 feet above the roof. The ventilation 11 stacks would be exempt from zoning height restrictions. 12 The tunnel operations buildings could be designed to meet requirements of the 13 Seattle Mixed 85 zone and other applicable land use code regulations that may 14 apply. The tunnel operations building may be similar in character to the current 15 multistory mixed-use developments in the area.
16 Land Acquisitions and Relocations 17 Permanent land use effects are described below in terms of full and partial 18 property acquisitions. Subsurface property acquisitions and permanent tieback 19 easements for subsurface wall shoring systems are also identified. 20 The subsurface property acquisitions would consist of a three-dimensional space 21 corridor below the surface of the ground for the tunnel and would not affect land 22 uses on the surface because the limits are outside of the practical building 23 requirements for typical building foundations and zoning requirements. Future 24 development would need to consider the bounds of the subsurface property that 25 would be acquired for the tunnel. The subsurface property acquisitions are listed 26 in Attachment A. Compensation requirements for all property acquisitions, 27 including subsurface acquisitions, are discussed in Section 5.3. 28 Tieback easements allow for use of a property below the surface for a wall 29 shoring system to stabilize a permanent wall. Temporary construction-related 30 easements are described in Chapter 6, Construction Effects and Mitigation. A 31 total of 11 properties have been identified as required for acquisition, in full or in 32 part, to accommodate the Bored Tunnel Alternative. 33 In the south portal area, full acquisitions would include about 173,000 square feet 34 (3.97 acres) of land zoned for Industrial Commercial use. Partial acquisitions 35 would include about 17,900 square feet (0.41 acre) of land zoned for Industrial 36 Commercial use. No permanent tieback easements would be required in the 37 south portal area. The Industrial Commercial zone is intended to promote 38 development of businesses that incorporate a mix of industrial and commercial
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 49 Supplemental Draft EIS
1 activities, such as light manufacturing and research and development facilities, 2 while also allowing for a wide range of other employment activities. 3 In the north portal area, full acquisitions would include about 113,280 square feet 4 (approximately 2.60 acres) of property. Partial acquisitions with the Straight Sixth 5 Avenue option would be about 38,207 square feet (approximately 0.87 acre). 6 Partial acquisitions with the Curved Sixth Avenue option would be about 7 15,507 square feet (approximately 0.36 acre). All of the property acquisition in the 8 north portal area would be land zoned as Seattle Mixed. The Seattle Mixed zone 9 provides for a wide range of uses to encourage development of a mixed-use 10 neighborhood. 11 A review of Seattle real estate listings indicates that there are presently a variety 12 of warehouse-type properties available for sale or lease in the south Seattle and 13 Greater Duwamish areas. Similarly, several office/commercial properties in the 14 South Lake Union area are also available. These are the general categories of land 15 uses that would be fully displaced. Online listings—Coldwell Banker 16 Commercial, LoopNet, Showcase, Cityfeet, and Colliers International—were 17 consulted to confirm the availability of replacement property. Residential 18 properties were not reviewed because no residential displacements have been 19 identified. 20 The sizes of available properties vary greatly, as do prices and lease rates. The 21 current market has slowed due to the downturn in economic conditions. This has 22 resulted in higher vacancy rates than those experienced at the end of the 1990s 23 and in the early 2000s, when the economy was stronger. It is difficult to predict 24 how long the current economic environment will last; however, as the economy 25 improves, the demand for all property types downtown is expected to be 26 relatively high, based on activity during the recent past. The permanent effects of 27 land acquisitions are described below. 28 In addition to property acquisitions, permanent tieback easements for subsurface 29 wall shoring systems would be needed on three properties in the north portal area: 30 the Hostess Cake Continental Baking Company at the northwest corner of Aurora 31 Avenue and Republican Street (225 square feet); the School of Visual Arts between 32 Republican and Mercer Streets on the east side of SR 99 (1,588 square feet); and one 33 of two options for the site of the Bill and Melinda Gates Foundation Campus 34 between Broad and Mercer Streets on the west side of SR 99 (Curved Sixth Avenue 35 option: 19,780 square feet; Straight Sixth Avenue option: 23,905 square feet).
36 South Portal 37 The full and partial property acquisitions needed to implement the Bored Tunnel 38 Alternative in the south portal area are listed in Exhibit 5-1. The acquisition 39 locations are shown on Exhibit 5-2. The amount of land acquired and converted
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 50 Supplemental Draft EIS
1 to transportation use would be relatively small compared to the amount of similar 2 land currently available in the area. Only one of the two buildings on property to 3 be partially acquired would be altered or demolished, (Seattle Hometown Fans) 4 shown in Exhibit 5-1. The other building would not be altered, and its use and 5 access would not be adversely affected. Temporary easements and staging areas 6 are discussed in Chapter 6.
7 Exhibit 5-1. South Portal Property Acquisitions Existing Existing Approximate Size of Parcel ID Existing Ownership Land Use1 Zoning1 Property Acquisition 766620 6966 1201 Building Terminal/warehouse Industrial Partial acquisition, LLC, Pyramid (Pyramid Alehouse Commercial 11,400 square feet Alehouse parking lot) (approximately 50 parking spaces) 766620 7012 Seattle Terminal/warehouse Industrial Partial acquisition, and 766620 Hometown Fans, (includes vacant lot) Commercial 6,500 square feet 7025 LLC Warehouse 766620 6955 MSI Triangle, Terminal/warehouse Industrial Full acquisition, LLC (Gerry Sportswear Commercial 37,000 square feet Building) 766620 6950 WOSCA site, MSI Terminal/warehouse Industrial Full acquisition, Railroad, LLC (vacant land) Commercial 136,000 square feet Totals Full acquisitions: 173,000 square feet (approximately 3.97 acres) Partial acquisitions: 17,900 square feet (approximately 0.41 acre) 8 1 Existing Land Uses and Zoning, City of Seattle, 2009. 9 Some on-street and off-street parking spaces on privately owned property would 10 also be removed. Refer to Appendix C, Transportation Discipline Report for a 11 discussion of parking changes. 12 Parcel 766620 6966: Pyramid Alehouse Parking Lot (1201 Building LLC). This 13 property is on S. Royal Brougham Way, west of First Avenue S. The City Side 14 Trail would require partial acquisition of this property. Approximately 50 of the 15 existing 105 parking spaces would be removed. The parking lot is a pay lot that 16 serves not only the Pyramid Alehouse but other businesses in that building and in 17 the area. Replacement parking that would compensate for the loss of parking is 18 available nearby, along First Avenue S. and at a parking lot to the south. The 19 Pyramid Alehouse building would not be altered, and its use and access to it 20 would not be adversely affected. 21
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 51 Supplemental Draft EIS Alaskan WayAlaskan Way Viaduct
Columbia St
Cherry St
Seattle Ferry Terminal James St Yesler Way Elliott Bay S Washington St
1st Ave S Ave 1st S Main St Pier 48 S Ave 2nd
S Jackson St
S King St Terminal 46 S King St
4th Ave4th S Ave5th S
Alaskan S Way QWEST Field
Airport Way S
7666206950
7666206955
1st Ave S 1st S Royal Brougham Way
Terminal 46
7666206966 SAFECO Field 7666207025
E Marginal Way S 7666207012
S Atlantic St
554-1585-030/CC(07) 3/18/10
Parcels for Full Acquisition Exhibit 5-2 0 800 Parcels for Partial Acquisition South Portal Property SCALE IN FEET Tunnel Acquisition Locations
1 Parcels 766620 7012 and 766620 7025: Warehouse (Seattle Hometown Fans LLC) 2 and Vacant Lot. The warehouse parcel is on the north side of S. Atlantic Street 3 between Utah Avenue S. and Alaskan Way S. A portion of this property would 4 be acquired, and the building would be altered or demolished to widen the 5 frontage road. The vacant lot is on the west side of Utah Avenue S. between 6 S. Atlantic Street and S. Royal Brougham Way; it is currently used as part of the 7 warehouse business. Utah Avenue S. has been vacated in this area and is not a 8 through street. A portion of the vacant lot would also be acquired. The 9 warehouse employs about 25 workers, and these jobs would be displaced if the 10 building is demolished. 11 Parcel 766620 6955: Gerry Sportswear Building (MSI Triangle LLC). This parcel 12 is at the northwest corner of S. Royal Brougham Way and First Avenue S. It was 13 originally identified in the S. Holgate Street to S. King Street Viaduct Replacement 14 Project as a long-term construction easement. The entire property is now needed 15 for the unbraiding of the southbound and northbound decks of the tunnel. The 16 building is currently being used by WSDOT for construction offices. 17 Parcel 766620 6950: Washington-Oregon Shippers Cooperative Association 18 (WOSCA) Site (MSI Railroad LLC). This parcel is at the corner of S. Royal 19 Brougham Way, First Avenue S., Railroad Way S., S. Dearborn Street, and the 20 viaduct. The western portion of this property was previously acquired by 21 WSDOT. The eastern portion was leased and the buildings purchased by 22 WSDOT to be used for the S. Holgate Street to S. King Street Viaduct Replacement 23 Project as a long-term construction easement. The buildings on the entire 24 WOSCA site have been demolished, and the site is vacant. The eastern portion 25 would be acquired for the unbraiding of the southbound and northbound decks 26 of the tunnel.
27 Bored Tunnel 28 Subsurface property acquisitions would be required for between 52 and 59 29 parcels for the proposed 54-foot-diameter bored tunnel. These include parcels 30 where tunnel rights are needed and special considerations need to be 31 implemented to stabilize buildings. The subsurface property acquisitions are 32 listed in Attachment A, Tunnel Subsurface Property Acquisitions 33 (see Exhibit A-1). The locations of these property acquisitions are shown on 34 Exhibits A-2 through A-5 in Attachment A. The SR 99 Bored Tunnel Alternative 35 Right-of-Way Needs and Boundaries Summary (PB 2009) provides additional 36 information on the right-of-way needs for the Bored Tunnel Alternative. The 37 subsurface property acquisitions would not affect land uses on the surface. 38 Future development would need to consider the bounds of the subsurface 39 property that would be acquired for the tunnel.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 53 Supplemental Draft EIS
1 North Portal 2 The full and partial property acquisitions needed to build the necessary facilities 3 in the north portal area are listed in Exhibit 5-3. The acquisition locations are 4 shown on Exhibit 5-4. The amount of land acquired and converted to 5 transportation use would be relatively small compared to the amount of similar 6 land that is currently available in the area. The use of and access to the planned 7 buildings on the Bill and Melinda Gates Foundation Campus, which are under 8 construction, would not be affected by the partial acquisition of this property. 9 However, the Straight Sixth Avenue option would require a larger acquisition 10 than the Curved Sixth Avenue option, 37,100 square feet compared to 11 14,400 square feet, respectively. In addition, the Straight Sixth Avenue option 12 could limit the development potential for the newly created parcel east of Sixth 13 Avenue N. due to restricted access from Sixth Avenue N. Temporary easements 14 and staging areas are discussed in Chapter 6. The Bill and Melinda Gates 15 Foundation Campus Master Plan would need to be modified to accommodate the 16 Straight Sixth Avenue option. 17 Some on-street and off-street parking spaces on privately owned property would 18 also be removed. Refer to Appendix C, Transportation Discipline Report for a 19 discussion of parking changes. 20 Parcel 198820 1090: City of Seattle Maintenance Yard. This maintenance yard, 21 between Harrison and Republican Streets on the west side of SR 99, would be a 22 full property acquisition, and the modular building on this site would be 23 demolished. The full acquisition would accommodate a temporary detour into 24 the Battery Street Tunnel during construction of the bored tunnel, the new 25 southbound on-ramp and acceleration lane, and the southbound mainline lanes 26 into the bored tunnel; and the property would also serve as a construction staging 27 area. The maintenance employees would likely be transferred to another City of 28 Seattle maintenance facility.
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1 Exhibit 5-3. North Portal Property Acquisitions Existing Existing Approximate Size of Parcel ID Existing Ownership Land Use1 Zoning1 Property Acquisition 199120 0785 C/O Clise Parking lot Seattle Mixed Partial acquisition, Properties Inc. 393 square feet 199120 Carl Fennema Office Seattle Mixed Partial acquisition, 0790/T55 714 square feet 199120 0845 Cederstrand Office Seattle Mixed Full acquisition, Properties LLC 38,880 square feet 198820 1090 City of Seattle Vacant Seattle Mixed Full acquisition, maintenance yard 73,400 square feet 198820 1175 Vacant parcel with Vacant Seattle Mixed Full acquisition, billboard 1,000 square feet 198820 1155 Gates Foundation Office Seattle Mixed Partial acquisition Campus Straight Sixth Avenue: 37,100 square feet Curved Sixth Avenue: 14,400 square feet Totals Full acquisitions: 113,280 square feet (approximately 2.60 acres) Partial acquisitions: Straight Sixth Avenue option: = 38,207 square feet (approximately 0.87 acre) Curved Sixth Avenue option = 15,507 square feet (approximately 0.36 acre) 2 1 Existing Land Uses and Zoning, City of Seattle, 2009. 3
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 55 Supplemental Draft EIS Valley St
Roy St 4th Ave N Ave 4th Aurora Ave N Ave Aurora 99 Mercer St 1988201175 1 2
Republican St
1988201090 SEATTLE CENTER Harrison St
1991200845
Thomas St 1991200790 1991200785
John St
Broad St 5th Ave N Ave 5th 9th Ave N Ave 9th 6th Ave N Ave 6th
Denny Wy N Ave Taylor Aurora Ave N Ave Aurora Dexter Ave N Ave Dexter Denny Wy Westlake Ave N Ave Westlake
8th Ave
Clay St
7th Ave Cedar St
Vine St 6th Ave
Wall St Western Ave 5th Ave
Battery St
Elliott Ave 4th Ave
Bell St 3rd3 Ave
Alaskan Way
2nd AveBlanchardBlan St
Lenora St
Elliott 1st Ave Bay Virginia St
554-1585-030/CC(07) 3/26/10
1 Straight Sixth Avenue 2 Curved Sixth Avenue Parcels for Full Acquisition Exhibit 5-4 0 600 Parcels for Partial Acquisition North Portal Property SCALE IN FEET Tunnel Acquisition Locations
1 Parcel 198820 1175: This parcel is at corner of Broad Street and west side of SR 99. 2 This small triangular parcel with a large billboard would be a full acquisition to 3 accommodate the southbound SR 99 mainline lanes. It would also be used for a 4 temporary detour route. 5 Parcel 198820 1155: Gates Foundation Campus. This parcel, between Broad and 6 Mercer Streets on the west side of SR 99, would be a partial property acquisition 7 from the east side to accommodate the southbound SR 99 mainline and Sixth 8 Avenue N. connection. There are two options for the Sixth Avenue N. alignment, 9 and each option would affect this parcel in a different way. The Bill and Melinda 10 Gates Foundation Campus Master Plan would need to be modified to 11 accommodate the Straight Sixth Avenue option. 12 Parcel 199120 0785: Parking Lot. This property is between John and Thomas 13 Streets on the east side of Sixth Avenue N. It would be a partial acquisition 14 because a portion of the property is within the required vertical clearance above 15 the tunnel. 16 Parcel 199120 0790/T55: Office Building. This property is between John and 17 Thomas Streets on the east side of Sixth Avenue N. It would be a partial 18 acquisition because a portion of the property is within the required vertical 19 clearance above the tunnel. A temporary tieback easement would also be 20 required on this property. Temporary tieback easements are discussed in Chapter 21 6, Construction Effects and Mitigation. 22 Parcel 199120 0845: Office Building. This property is between Thomas and 23 Harrison Streets on the east side of Sixth Avenue N. It would be full acquisition 24 and the existing building would be demolished. The southbound and 25 northbound mainline SR 99 out of the tunnel would unbraid through this area. It 26 is also the proposed site of the north portal tunnel operations building.
27 Zoning 28 No changes in zoning or amendments to existing land use plans would be 29 required for the Bored Tunnel Alternative. Current City zoning for the south 30 tunnel operations building site is IC-65, and it is also within the Stadium 31 Transition Area Overlay District. Land within this overlay is subject to the 32 regulations of the underlying Industrial Commercial zone. Although the 33 intended uses of the tunnel operations building are not listed among those 34 permitted outright, they are also not explicitly identifiable in the list of prohibited 35 uses. Typical land uses allowed within this zone include light and general 36 manufacturing, commercial uses, transportation facilities, and utilities. The range 37 of allowed uses in IC-65 appears to be consistent with the architectural program 38 developed for the tunnel operations building for the south portal. 39
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1 Current City zoning for the north portal tunnel operations building site is SM-85. 2 A broad variety of mixed land uses is permitted within this zone. The range of 3 allowed uses in the SM-85 zone appears to be consistent with the architectural 4 program developed for the tunnel operations building for the north portal. 5 The Seattle Design Commission is expected to review and provide input on the 6 design features of structures and buildings, retaining walls, railings, and light 7 standards in the south and north portal areas.
8 Indirect Effects on Land Use 9 The Bored Tunnel Alternative represents only one of numerous ongoing 10 improvements occurring in the city. Overall, many factors influence land use 11 decisions, including economic conditions, zoning, and land supply. Because the 12 Bored Tunnel Alternative would replace an existing facility to meet safety and 13 projected capacity needs, it would not likely have large, if any, influences on these 14 factors. The potential to induce growth would be minor. 15 The Bored Tunnel Alternative is not expected to be a major catalyst for future 16 growth. Large-scale redevelopment, as a direct or indirect result, is not likely, but 17 the alternative would support planned future growth as identified in Seattle’s 18 Comprehensive Plan. Planning efforts for the neighborhood areas will also help 19 determine the direction of future growth and land uses in the study area. 20 The two south portal area options would define new blocks of property that 21 would be available for future development under the City’s existing Industrial 22 Commercial land use zone. The future development of this property would be 23 required to be consistent and compatible with existing land use plans and is not 24 expected to influence development activity or trends in the Pioneer Square or 25 Greater Duwamish MIC neighborhoods. 26 Indirect effects would result from a permanent loss of on-street and off-street 27 parking in the south and north portal areas. A net loss of approximately 310 on- 28 street and 250 off-street parking spaces is expected to occur, resulting in increased 29 competition for remaining parking areas. The loss of parking would result in less 30 convenient patron access to businesses and would represent an adverse effect. 31 However, the removal of off-street parking spaces would not result in any land 32 use nonconformities with respect to accessory parking requirements. The off- 33 street parking areas that would be acquired and other changes in parking areas, 34 as well as mitigation for loss of parking, are discussed in Appendix C, 35 Transportation Discipline Report. 36 The existing viaduct between S. King Street and the Battery Street Tunnel would 37 be removed in 2016. It is expected that future development within this area 38 would likely occur in the form of modest expansions of existing buildings on the 39 east side of Alaskan Way. In addition, substantial changes would occur in the
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1 relationship between the waterfront and upland properties leading to the 2 downtown core. To the extent that the existing viaduct has been perceived as a 3 barrier to waterfront uses, new development on vacant or under-used property or 4 redevelopment may take place around the new Alaskan Way surface street. No 5 development within the existing viaduct right-of-way is proposed as part of the 6 Bored Tunnel Alternative. 7 Removal of the existing viaduct would increase the potential for pedestrian traffic 8 between downtown and the waterfront. Where enhanced pedestrian access could 9 be provided, the connection between core commercial, office, retail, and service 10 uses downtown and the waterfront would be increased. Effects related to 11 demolition of the viaduct would also occur (see Section 6.1.4, Viaduct Removal). 12 The SR 99 corridor has an influence on areas beyond the immediate 13 neighborhoods through which it passes. Many of the daily commuters now using 14 this route live in neighborhoods north and south of downtown, such as Ballard, 15 Fremont, Greenwood, West Seattle, White Center, and Georgetown. For these 16 commuters, the viaduct offers a convenient route either to downtown or around 17 the city without using I-5. The Bored Tunnel Alternative may have an influence 18 on growth in neighborhoods where the area’s desirability is in part facilitated by 19 the ease of access to downtown Seattle, including commute, retail, and residential 20 trips.
21 5.2.2 Consistency with State, Regional, and Local Land Use and Transportation 22 Plans and Implementing Regulations 23 As described in Chapter 4, Affected Environment, many plans and regulations are 24 applicable to the Bored Tunnel Alternative. Plans and regulations, such as 25 VISION 2040, Transportation 2040, Seattle’s Comprehensive Plan, and the 26 Transportation Strategic Plan focus on the efficient movement of freight, people, 27 and goods, as well as on safety for all travel modes. 28 The Shoreline Management Act and Seattle’s Shoreline Master Program are also 29 considered in this land use analysis, because project elements are proposed 30 within the Shoreline District. The proposed project elements are allowed and 31 consistent with the City’s land use and shorelines codes. They would not affect 32 the ecological functions of the shoreline. Guidance from the environmentally 33 critical areas regulations will be followed, as demonstrated in Appendix P, Earth 34 Discipline Report. 35 The viaduct is considered “upland” in Seattle’s Comprehensive Plan and 36 Shoreline Master Program, and demolition of the viaduct and replacement with a 37 surface street or tunnel would be allowed.
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1 The Bored Tunnel Alternative, as well as the other planned elements of the 2 transportation program and private development projects listed in Chapter 7, 3 Cumulative Effects, would be consistent with the City’s policies for coordinating 4 transportation and development to concentrate and intensify urban development. 5 In accordance with state, regional, and local plans and policies, these projects 6 would provide mobility and access options that could accommodate higher 7 densities and reduce land consumption. Because the Bored Tunnel Alternative 8 would be compatible with state, regional, and local plans and implementing 9 regulations, as discussed below, no mitigation would be required for compliance.
10 Washington State 11 The GMA provides overview guidelines for comprehensive planning in the state 12 and specifies important goals for designating areas where urban growth will be 13 encouraged and where new facilities and infrastructure will be directed. The 14 project area for the Bored Tunnel Alternative lies within an urban area and is 15 consistent with the GMA requirement to direct infrastructure improvements to 16 such areas. The Alaskan Way Viaduct is considered an essential public facility 17 under the GMA. The Bored Tunnel Alternative would replace a deteriorated 18 transportation facility, consistent with the principal investment guideline 19 identified in the Washington Transportation Plan.
20 Regional Plans 21 The Bored Tunnel Alternative is consistent with the regional transportation 22 strategies and policies of VISION 2040 and Transportation 2040. It has been 23 designed to be compatible with several existing and planned regional and local 24 transportation facilities, including SR 519 improvements, light rail, transit, and 25 Washington State Ferries service, along with consideration of future high- 26 occupancy vehicle (HOV) and pedestrian/bicycle facilities. The Bored Tunnel 27 Alternative would also comply with the need to ensure continuance of urban- 28 level facilities. In so doing, it would be consistent with long-range goals to direct 29 high-density growth to already urbanized locations. 30 The Bored Tunnel Alternative would rebuild an existing urban transportation 31 corridor to maximize the performance of the transportation system and to 32 provide increased mobility and traffic circulation through the city. It would also 33 increase accessibility and east-west connectivity at the portal areas, which would 34 support potential future infill and development in these areas. The new east-west 35 connectivity across SR 99 at the north portal, such as at John, Thomas, and 36 Harrison Streets, would aid in the redevelopment of a low-density, automobile- 37 dominated neighborhood into a high-density urban center. 38 Relevant policies in VISION 2040 and Transportation 2040 related to the Bored 39 Tunnel Alternative include those discussed below.
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1 RF-3: Strategically locate public facilities and amenities in a manner that 2 adequately considers alternatives to new facilities, implements regional growth 3 planning objectives, maximizes public benefit, and minimizes and mitigates 4 adverse impacts. 5 RT-8: Develop a transportation system that emphasizes accessibility, includes a 6 variety of mobility options, and enables the efficient movement of people, goods 7 and freight, and information. 8 RT-8.34: Support the development of roadways when they are needed to provide 9 more efficient connections for comprehensive roadway network to move people 10 and goods when such roadways will not cause the region to exceed air quality 11 standards. 12 RT-8.36: Transportation investments in major facilities and services should 13 maximize transportation system continuity and be phased to support regional 14 economic development and growth management objectives. 15 In summary, the Bored Tunnel Alternative would generally be consistent with the 16 policies described above. Replacement of the viaduct is necessary, as it serves as 17 a vital local and regional transportation link to, or around, the downtown area 18 from locations to the north and south. Replacement of the viaduct with the bored 19 tunnel would maintain essential freight mobility conditions and improve the 20 functionality of the highway.
21 Local Plans and Implementing Regulations 22 The Bored Tunnel Alternative is consistent with Seattle’s Comprehensive Plan 23 because it would improve travel conditions within and through the city for 24 drivers and conditions at the tunnel portal areas for drivers, pedestrians, and 25 bicyclists. It would also support higher densities of development and reduce land 26 consumption, which includes planned development north of Qwest Field near the 27 south portal and the Bill and Melinda Gates Foundation Campus that is currently 28 under construction northwest of the north portal. Seattle’s Comprehensive Plan 29 also allows for relocation or demolition of the existing Alaskan Way Viaduct. 30 The design for the Bored Tunnel Alternative was developed in accordance with 31 the neighborhood plans and the following urban design objectives:. 32 • Enhance the integration of the proposed improvements with the urban 33 fabric and activities in the surrounding area. 34 • Provide adequate space and linkages for pedestrians and bicycles. 35 • Encourage the creation of a walkable, pedestrian-oriented environment 36 and support transit service.
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1 • Create opportunities for infill development and enhance the environment 2 for existing uses. 3 • Create opportunities for landscaping and expansion of the urban forest. 4 • Further the legibility, clarity, and understanding of the movement systems 5 within the city. 6 • Maintain and enhance the visual experience of the surrounding area and 7 the city. 8 • Enhance existing open space and create new opportunities for open space 9 and recreational activities. 10 • Enhance sociability and pride of place, minimizing leftover spaces that 11 provide opportunities for antisocial behavior. 12 These urban design objectives were determined through a partnership between 13 WSDOT and the City. Overall, they are consistent with local neighborhood 14 planning in the study area. More detailed development of the street 15 characteristics would be required to fully realize the environmental and aesthetic 16 potential of the surface circulation design related to the south and north portals. 17 At the neighborhood level, the Bored Tunnel Alternative would offer consistency 18 with individual plans but may contribute to cumulative changes that could 19 influence future land uses in some locations. Cumulative effects are discussed in 20 Chapter 7. Not all of the neighborhood plans have been adopted by the City in 21 their entirety. In many instances, the City adopted some neighborhood goals and 22 policies within its comprehensive plan but not all of them. Whether or not they 23 are part of formal City policy, each neighborhood plan provides a clear preference 24 or intent for future development and may help guide land use actions in those 25 areas. 26 The removal of the existing viaduct as part of the Bored Tunnel Alternative is also 27 a key component in achieving the goals included in Seattle’s Central Waterfront 28 Concept Plan. 29 The project team reviewed the relevant goals and policies for land use, 30 transportation, and economic development and specific objectives for the City’s 31 neighborhood planning areas. Comments on the relevant goals and policies are 32 included below.
33 Transportation 34 T1: Design transportation infrastructure in urban villages to support land use 35 goals for compact, accessible, walkable neighborhoods.
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1 T3: Encourage and provide opportunities for public involvement in planning and 2 designing of City transportation facilities, programs, and services and encourage 3 other agencies to do the same. 4 TG6: Promote efficient freight and goods movement. 5 TG19: Preserve and improve mobility and access for the transport of goods and 6 services. 7 TG21: Promote healthy neighborhoods with a transportation system that protects 8 and improves environmental quality. 9 T54: Identify, evaluate, and mitigate environmental impacts of transportation 10 investments and operating decisions (including impacts on air and water quality, 11 noise, environmentally critical areas, and endangered species). Pursue 12 transportation projects, programs, and investment strategies consistent with noise 13 reduction, air quality improvement, vehicle trip reduction, protection of critical 14 areas and endangered species, and water quality improvement objectives. 15 T58: Coordinate with regional, state, and federal agencies, local governments, 16 and transit providers when planning and operating transportation facilities and 17 services in order to promote regional mobility for people and goods and the 18 urban center approach to growth management. 19 TG25: Promote the safe and efficient operation of Seattle’s transportation system. 20 T62: In operating the transportation system, balance the following priorities: 21 safety, mobility, accessibility, infrastructure preservation, and citizen satisfaction. 22 In summary, the Bored Tunnel Alternative would be consistent with and 23 supportive of these transportation policies. As the existing Alaskan Way Viaduct 24 structure nears the end of its useful life, the stability of the structure and the 25 safety of its users are a major concern. The Bored Tunnel Alternative would 26 create a seismically safe replacement for the existing viaduct. It would provide 27 increased capacity in the transportation system, as well as more travel choices, 28 and improve access and mobility to and through downtown by investing in 29 transit and city streets. It would also maintain the economic strength of the 30 region by maintaining essential freight mobility conditions and minimizing 31 construction effects on businesses and the traveling public and by creating jobs.
32 Neighborhood Planning 33 DT-G9: Support transportation improvements that complement and reinforce 34 desired land use patterns. Strive to accommodate growth in peak hour travel 35 primarily by transit, and encourage transit and pedestrian travel as the primary 36 means of internal circulation. Discourage vehicular traffic passing through 37 downtown surface streets with a destination elsewhere. Recognize the
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1 importance of the automobile as a means of access to downtown for non-work 2 trips. 3 In summary, the Bored Tunnel Alternative would be consistent with these urban 4 design objectives and would support the downtown neighborhood goal listed 5 above. The proposed alternative would enhance the integration of the proposed 6 improvements with the urban fabric and activities in the surrounding area; 7 provide adequate space and linkages for pedestrians and bicycles, as well as 8 vehicles; encourage the creation of a walkable, pedestrian-oriented environment 9 and supporting transit service; create opportunities for infill development and 10 enhancement of the environment for existing uses; and further the understanding 11 of the movement systems within the city. 12 GD-G9: A high level of general mobility and access is attained within the Greater 13 Duwamish MIC. 14 GD-G10: The transportation network in the Greater Duwamish MIC makes 15 appropriate connections and minimizes conflicts between different travel modes. 16 GD-G12: The transportation network in the Greater Duwamish MIC emphasizes 17 the mobility of freight and goods. 18 GD-G15: Sufficient transportation infrastructure, particularly in the northern 19 portion of the Greater Duwamish MIC, minimizes the transportation impacts of 20 special events on industrial users. 21 GD-P35: Strive to minimize disruptions to freight mobility caused by 22 construction (including construction of transportation facilities) in the Greater 23 Duwamish MIC. 24 In summary, improvements in the south portal area would be consistent with and 25 support the goals and policies listed above for the Greater Duwamish MIC 26 neighborhood. The Bored Tunnel Alternative would include the construction of 27 ramps providing northbound on, northbound off, southbound on, and 28 southbound off movements to and from SR 99. In addition, new surface streets 29 would be constructed to connect First Avenue S. and Alaskan Way S. between 30 S. Royal Brougham Way and S. King Street. The improved roadway 31 infrastructure and increased roadway connections should facilitate greater 32 mobility in and around this area. 33 SLU-P22: Explore transportation improvements to link South Lake Union with 34 its surrounding neighborhoods. 35 SLU-P23: Seek to provide improved access to and connections across Aurora 36 Avenue N. that could result in a more integrated and efficient transportation 37 system for multiple transportation modes.
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1 In summary, improvements in the north portal area would be consistent with and 2 supportive of the goals and policies listed above for the South Lake Union 3 neighborhood. General improvements in the north portal area related to the 4 Bored Tunnel Alternative include construction of a two-way Mercer Street from 5 Dexter Avenue N. to Fifth Avenue N., an extension of Sixth Avenue N., removal 6 of a portion of Broad Street, and access to and from SR 99. These improvements 7 would improve circulation of traffic and provide better access across SR 99 to the 8 South Lake Union neighborhood and its surrounding neighborhoods. Greater 9 connectivity in the north portal area may also facilitate increased efficiencies for 10 transit service.
11 Shoreline Master Program 12 The Department of Planning and Development is in the process of 13 comprehensively updating Seattle’s Shoreline Master Program for the first time 14 since 1987. The requirement to update the Shoreline Master Program is a state 15 mandate under the State of Washington’s Shoreline Management Act. This act 16 establishes policy goals for the management of shorelines, and the Shoreline 17 Master Program guidelines establish the requirements for how to achieve the 18 policy goals, with flexibility to acknowledge local concerns and conditions. The 19 three major policy goals established by the Shoreline Management Act for the 20 Shoreline Master Program are related to preferred shoreline uses, environmental 21 protection, and public access. 22 Preferred Shoreline Uses: The Shoreline Management Act establishes a 23 preference for uses that are water-oriented and that are appropriate for the 24 environmental context (such as port facilities, shoreline recreational uses, and 25 water-dependent businesses). 26 Environmental Protection: The Shoreline Management Act requires protection 27 for shoreline natural resources to ensure no net loss of ecological function. 28 Public Access: The Shoreline Management Act promotes public access to 29 shorelines by mandating inclusion of a public access element in the Shoreline 30 Master Program and requiring provisions to ensure that new development 31 maintains public access features. 32 In summary, the Bored Tunnel Alternative would be consistent with the three 33 major policy goals listed above. Uses along the current shoreline designations 34 affected by this alternative would remain unchanged. Removal of the existing 35 viaduct would allow for greater water-oriented use of the shoreline area along the 36 central waterfront. 37 The Bored Tunnel Alternative would provide a long-term benefit to the traveling 38 public by providing improved accessibility for employees and customers of 39 businesses along the waterfront. The tunnel would not be located directly on the
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1 waterfront; it would be in an upland underground location and would provide 2 access to existing shoreline uses at the tunnel portals. Construction activities 3 would include best management practices and site-specific mitigation measures 4 that are intended to protect fragile shoreline areas that could be affected by 5 construction. 6 The relevant shoreline goals and policies in the Land Use element of Seattle’s 7 Comprehensive Plan include the following: 8 LUG44: Provide for the optimum amount of public access—both physical and 9 visual—to the shorelines of Seattle. 10 LUG46: Develop a transportation network that supports and enhances use of and 11 access to the shorelines. 12 LUG47: Relocate or demolish transportation facilities that are functionally or 13 aesthetically disruptive to the shoreline, such as the aerial portion of the Alaskan 14 Way Viaduct on the central waterfront between King Street and Union Street. 15 In summary, connections to upland areas and downtown are expected to 16 continue, and access to the shoreline may improve. Because the Bored Tunnel 17 Alternative would remove the existing viaduct, it would offer greater 18 opportunities for enhancement of shoreline views. This change may also make 19 the waterfront more appealing to more people, which would better support the 20 goal of increasing opportunities for enjoying this area of the city. 21 LU241: (1) Streets, highways, freeways, and railroads should be located away 22 from the shoreline in order to maximize the area of waterfront lots and minimize 23 the area of upland lots. Streets, highways, freeways, and railroads not needed to 24 access the shoreline lots should be discouraged in the Shoreline District. A 25 replacement for the Alaskan Way Viaduct may be located in the Shoreline District 26 because it represents a critical link in the transportation network. (2) To facilitate 27 expeditious construction in an environmentally and fiscally responsible manner, 28 standards for major state and regional transportation projects should be 29 considered that will allow flexibility in construction staging, utility relocation, 30 and construction-related mitigation and uses, provided that the projects result in 31 no net loss of ecological function. (3) Prohibit aerial transportation structures 32 over 35 feet high, such as bridges and viaducts, on the central waterfront in the 33 shoreline environments between King Street and Union Street, except for aerial 34 pedestrian walkways associated with Colman Dock, in order to facilitate the 35 revitalization of downtown’s waterfront, provide opportunities for public access 36 to the central waterfront shoreline, and preserve views of Elliott Bay and the land 37 forms beyond. 38 In summary, the Bored Tunnel Alternative would be implemented in an area 39 away from the shoreline, and the existing viaduct would remain open during the
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1 construction of the bored tunnel, thereby minimizing disruptions to land uses. 2 The Bored Tunnel Alternative would also offer enhanced connections to 3 downtown through transportation improvements in the portal areas and removal 4 of the existing viaduct. In addition, removing the viaduct would meet the goal of 5 relocating aesthetically disruptive uses. Two staging and spoils transshipment 6 areas (south Terminal 25 and Pier 46), would require short-term construction- 7 related activities in shoreline locations.
8 5.3 Operational Mitigation 9 The overall operational effects on land use would be positive. Where acquisition 10 and relocation are unavoidable, WSDOT would follow the provisions of the 11 federal Uniform Relocation Assistance and Real Property Acquisition Policies Act 12 of 1970, as amended. Owners of private property have federal and state 13 constitutional guarantees that their property will not be taken or damaged for 14 public use unless they first receive just compensation. 15 After project construction is completed, some surplus properties used for staging 16 and other construction activities may be sold, entirely or in part, at a future date. 17 These sites could be used for other development in the project area.
18 5.3.1 Compensation 19 Compensation will be provided for parcel acquisitions, including buildings and 20 structures, at fair market rate and in accordance with the Federal Uniform 21 Relocation Assistance and Real Property Acquisition Policies Act of 1970, as 22 amended. These regulations also provide for relocation services for businesses 23 and residences and include measures for providing assistance in locating suitable 24 replacement housing and business sites. Presently, no residential properties 25 would be directly affected by the Bored Tunnel Alternative. However, relocation 26 assistance will be provided to all displaced businesses, persons, and 27 organizations. The term “displaced persons” refers to any person who moves 28 from real property or moves his or her personal property from the real property. 29 Mitigation measures related to displacements are identified below.
30 5.3.2 Relocation Assistance 31 State and federal laws require that no person be required to move from a 32 residence unless comparable replacement property is available within that 33 person’s financial means. The laws also stipulate that no displaced person, 34 business, or organization be required to move from any dwelling or business 35 facility without being given written assurance of relocation entitlements at least 36 90 days before the earliest date they would be required to move. Relocation 37 services will be provided to all affected property owners and tenants without 38 discrimination. Relocation assistance for affected residents will be provided by
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1 qualified personnel and may include the following assistance from a relocation 2 specialist: 3 • Determination of any special needs and requirements. 4 • Explanation of relocation benefits. 5 • Individual assistance. 6 • Provision of transportation, if necessary. 7 • Assurance of the availability of a comparable property in advance of a 8 residential displacement. 9 • Provision of referrals to comparable properties. 10 • Assurance that residents will not be required to move before 90 days from 11 the date given in a written statement of relocation entitlements, and 12 identification of at least one comparable replacement dwelling for 13 residences. 14 • Inspection of houses for decent, safe, and sanitary conditions for a 15 residence. 16 • Information on other federal, state, and local programs offering assistance 17 to displaced persons. 18 • Provision of counseling services to minimize hardships associated with 19 the need to relocate. 20 WSDOT would work closely with affected business owners to minimize the level 21 of disruption that may be caused by displacements and relocations. For all 22 displaced businesses, every effort would be made to assist the owners in finding 23 suitable replacement locations. Where businesses would be required to relocate, 24 lead agency staff would work with owners to ensure that the moves could be 25 made in a timely manner, thereby reducing overall expenses, inconveniences, and 26 the amount of time a business must remain closed during the move. 27 Currently, replacement property for commercial uses appears to be more readily 28 available than replacement property for industrial, and perhaps retail, uses. 29 There is a general shortage of industrially zoned property close to the Seattle 30 CBD, and this may affect the availability of replacement industrial property in the 31 future. 32 The availability of office properties, although currently in greater supply, also 33 fluctuates according to economic conditions and demand. While office and retail 34 space is readily available due to the recent economic slowdown, future conditions 35 may change, and the return of a strong demand for such space may result in 36 greater competition for these uses. 37 It is not yet known whether the potentially displaced businesses are dependent 38 on their current location for continued viability. If a displaced business is
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1 identified with such a dependency, WSDOT would work closely with that 2 business to identify a suitable site for relocation. 3 Assistance available to business owners includes reimbursement associated with 4 moving costs. Actual moving costs and related expenses would be covered or, in 5 some instances, a fixed payment would be provided. The types of costs that 6 would be covered include disconnection, dismantling, removing, packing, 7 transporting, unpacking, reassembling, and reinstalling personal property. 8 Additional covered expenses under moving costs include reestablishment 9 expenses of up to $50,000; losses of personal property, storage, and insurance; 10 planning and supervising expenses; replacement of stationery and business cards; 11 and costs associated with phone system network installation and call forwarding. 12 Advisory assistance would also be provided, which includes information on the 13 availability, purchase price, and rental costs of suitable replacement properties. 14 WSDOT staff would also work with businesses to help them become established 15 in their new location and to minimize any hardships encountered in moving by 16 providing advice regarding additional sources of assistance. Reestablishment 17 expenses include but are not limited to the following: 18 • Repairs or improvements to the replacement property as required by code 19 or ordinance. 20 • Modifications to the replacement property to accommodate the business 21 operation. 22 • Construction and installation of exterior signing. 23 • Provision of utilities from right-of-way to improvements on the 24 replacement site. 25 • Redecoration or replacement of soiled or worn surfaces at the replacement 26 site, such as paint, paneling, or carpeting. 27 • Licenses, fees, and permits when not paid as part of moving expenses. 28 • Feasibility surveys, soil testing, and marketing studies. 29 • Advertisement of replacement location. 30 • Estimated increased costs of operation during the first 2 years at the 31 replacement site. 32 • Professional services in connection with the purchase or lease of a 33 replacement site. 34 • Impact fees or one-time assessments for anticipated heavy utility usage. 35 WSDOT staff would work directly with affected business owners to determine 36 relocation needs and the best assistance measures for each affected business.
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1 5.4 Operational Benefits 2 The Bored Tunnel Alternative would provide continued access to the waterfront 3 through improvements at the south portal area. It would also improve the 4 connection of the waterfront to downtown, the Pike Place Market, and historic 5 Pioneer Square. After construction, this alternative would benefit the traveling 6 public by providing improved accessibility for employees, customers, and 7 residents in the portal areas. Improved accessibility may benefit these land uses. 8 In addition, both tunnel portal areas would experience substantial improvements 9 that would benefit motorists and pedestrians. In the south portal area, new cross 10 street extensions at S. Dearborn Street (and also S. Charles Street if the New 11 Dearborn and Charles Intersections option is selected) would increase east-west 12 connectivity between the historic Pioneer Square and Greater Duwamish MIC 13 neighborhoods and enhance the accessibility to existing land uses, such as the 14 sports stadiums, ferry terminal, and waterfront businesses. Potential future 15 development, such as the Qwest Field north lot, would benefit from the improved 16 accessibility. The City Side Trail and the Port Side Pedestrian/Bike Trail would 17 also benefit from the improved accessibility. In the north portal area, 18 neighborhoods east and west of Aurora Avenue would be reconnected by 19 connecting John, Thomas, and Harrison Streets with Aurora Avenue.
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1 Chapter 6 CONSTRUCTION EFFECTS AND MITIGATION
2 6.1 Construction Effects 3 Construction effects are described below in terms of temporary disturbances to 4 adjacent businesses and properties during construction and demolition, which 5 includes temporary easements and staging areas. Any major construction project, 6 public or private, inconveniences or disturbs the residents, businesses, and 7 business customers adjacent to that construction project. Construction-related 8 effects can and would vary considerably over time and in their geographic 9 coverage. Furthermore, effects can also vary according to the methods used to 10 stage and construct a project, especially one as large as the Bored Tunnel 11 Alternative. Temporary construction effects would include the following: 12 • The presence of construction workers, heavy construction equipment, and 13 materials, both within the construction area and along haul routes. 14 • An increase in traffic congestion around the work zone. 15 • Temporary road closures, traffic diversions, and alterations to property 16 access (see Appendix C, Transportation Discipline Report). 17 • Loss of parking, especially on-street short-term parking (see Appendix C, 18 Transportation Discipline Report). 19 • Airborne dust (see Appendix M, Air Discipline Report). 20 • Noise and vibrations from construction equipment (including tunnel boring 21 equipment) and vehicles (see Appendix F, Noise Discipline Report). 22 • Decreased visibility and alterations of access to residences and businesses. 23 • Rerouted pedestrian walk-up and transit access to residences and 24 businesses. 25 Effects due to construction staging and demolition of the viaduct would primarily 26 result from the movement of materials, equipment, and personnel between the 27 staging areas and construction zones. This movement could cause traffic 28 disruptions and increase the noise, dust, and vibration effects on residences and 29 businesses in the study area. 30 Disruptions to land uses could be caused by utility relocations before viaduct 31 demolition, loss of use of loading areas under the viaduct, and loss of private 32 parking areas under the viaduct. 33 Temporary tieback easements would be needed on one property in the south 34 portal area and several properties in the north portal area. A temporary tieback 35 easement allows for temporary use of a property below the surface for a wall
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1 shoring system that would be used to build a permanent wall and may be 2 abandoned after the permanent wall is constructed. The tiebacks in the 3 temporary easement areas would be removed after construction is completed. 4 Exhibit 6-1 lists the properties where temporary tieback easements would be 5 needed and the approximate easement areas that would be required. The 6 locations of these temporary tieback easements on properties in the south and 7 north portal areas are shown in Attachment A, Exhibits A-2 and A-5, respectively.
8 Exhibit 6-1. Temporary Tieback Easements Approximate Easement Area Parcel ID Existing Use (square feet) South Portal Area 7666207697 Port of Seattle, Terminal 46 147,000 North Portal Area 1991200790/T55 Office 520 1991200405 Seattle City Light substation 17,500 1991200815 Vacant lot 18,200 1991200800 Seattle Pacific Hotel 19,100 Total 202,300 square feet (approximately 4.64 acres) 9 10 To facilitate the construction associated with the Bored Tunnel Alternative, 11 temporary construction easements would be needed on several properties along 12 the tunnel alignment, at the south and north portals and adjacent to the viaduct. 13 Temporary construction easements allow for temporary use of a property to 14 facilitate construction and may include the purchase of existing improvements. 15 Temporary construction easements may also be used for implementing the 16 settlement mitigation measures in or under the buildings (e.g., building 17 modifications and grouting). 18 Exhibit 6-2 lists the properties where temporary construction easements would be 19 required. The locations of these properties are shown in Attachment A, Exhibits 20 A-2 through A-5. Some of the affected properties are privately owned pay 21 parking lots that are open to the public. The temporary construction easements 22 would remove some of the parking spaces in these lots from use during the 23 9-month viaduct demolition period. As a result, businesses and residents that 24 rely on these parking areas may be inconvenienced. 25
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1 Exhibit 6-2. Temporary Construction Easements Approximate Easement Area Parcel ID Existing Use (square feet) South Portal Area 7666202575 Parking 7,7321 Bored Tunnel 7666202570/T252 Western Building 14,9261 7666202565/T251 Polson Building 6,782 7666202560/A161 Parking 10,683 7666202545/A159 Office/Commuter Center Building 4,151 7666202540 Parking 3,498 7666202530/T243 Office 59,2391 7666202515/T234 Office 24,0111 1974600035/T237 Office/commercial 13,3161 1974600025/T235 & T236 Office/commercial 13,3161 9197200000/T231 Residential 13,3161 1697500000/T230 Office/commercial 16,7801 1976200076/T222 &T223 Office/commercial 50,2201 1976200075/T216 Office/commercial 14,2951 0697000064/T77 Office 50,4141 0697000025/A110 & A167 Residential 55,8101 1991200600/A166 Office 12,9971 1991200790/T55 Office 4,0811 North Portal Area 1991200815 Vacant lot 18,200 Total: 393,767square feet (about 9.04 acres) 2 1 Easement area is based on square footage of ground floor level, because settlement mitigation has not yet 3 been determined for each property. 4 5 The proposed staging areas for the Bored Tunnel Alternative are listed in 6 Exhibit 6-3. Effects from the use of these facilities for construction staging and 7 demolition would primarily result from the movement of materials, equipment, 8 and personnel between the staging areas and construction zones. This movement 9 could cause traffic disruptions and increase the noise, dust, and vibration effects 10 on residences and businesses in the study area. No permanent changes in land 11 use would occur.
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1 Exhibit 6-3. Proposed Construction Staging Areas and Construction Work Zones
Size Existing Existing Location (acres) Use Zoning Potential Uses Terminal 106 14.3 Terminal/ General • Storage of construction materials warehouse Industrial 1 and equipment • Fabrication of materials • Servicing equipment • Holding area for spoils • Loading and unloading material and supplies Terminal 25 10 Terminal/ General • Storage of construction materials warehouse Industrial 1 and equipment • Fabrication of materials outside of 200-foot shoreline buffer • Servicing equipment • Loading and unloading materials and supplies WOSCA site 7 Vacant Industrial • Location of permanent roadway Commercial connecting the tunnel to the new SR 99 and the tunnel operations building • Staging area for construction • Temporary power substation for tunnel boring machine • Possible slurry production and recovery plant • Potential concrete batch plant Pier 48, 1.2 Parking Downtown • Parking for construction workers uplands only Harborfront 1 • Storage of construction materials and equipment Pier 46 (north 0.8 Terminal/ General • Erection of conveyors and apron of warehouse Industrial 1 hoppers for transfer of materials Terminal 46) onto barges • Trucking in and out of the site for support and maintenance of the conveyor system • Storage of construction material I-90 HOV 0.4 Roadway General • Storage of construction materials ramp site Industrial 2 and equipment • Loading and unloading material and supplies
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 74 Supplemental Draft EIS Exhibit 6-3. Proposed Construction Staging Areas and Construction Work Zones (continued)
Size Existing Existing Location (acres) Use Zoning Potential Uses Alaskan Way: 1 Roadway Pioneer • Location of rail-mounted gantry S. King Street Square Mixed crane for lowering equipment to S. Jackson and materials into the tunnel Street portal • Construct south portal and lauch the tunnel boring machine (TBM) • Storage of construction materials and equipment • Servicing equipment Railroad 1 Roadway General • Storage of construction materials Way S. right- Industrial 2 • Access to the WOSCA work area of-way Alaskan Way: 6 Roadway General • Location of permanent roadway S. Royal Industrial 1 connecting the tunnel to new Brougham SR 99 Way to S. King • Permanent cut-and-cover Street structure • Staging area for construction First 4 Terminal/ General • Storage of construction materials Avenue S. warehouse Industrial 1 and equipment Bridge site • Loading and unloading of material and supplies Fischer site, 1 Terminal/ General • Storage of construction materials Fourth warehouse Industrial 2 and equipment Avenue S. • Fabrication of materials (SR 519 project staging site) I-90 0.3 Roadway Industrial • Storage of construction materials westbound Commercial off-ramp area Broad Street 1 Roadway Seattle Mixed • Access into north portal and right-of-way north access work area • Construction staging and storage Construction 0.1 Roadway Downtown • Construction zone right-of-way zone within Harborfront 1, • Demolition and removal of the City right-of- Downtown viaduct structure way Harborfront 2, Downtown Mixed Residential/ Residential
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 75 Supplemental Draft EIS Exhibit 6-3. Proposed Construction Staging Areas and Construction Work Zones (continued)
Size Existing Existing Location (acres) Use Zoning Potential Uses Seattle City 0.1 Parking Downtown • Storage of construction materials Light parking Mixed lot south of the Residential/ Battery Street Residential Tunnel City of Seattle 2 Vacant Seattle Mixed • Location of permanent roadway maintenance connecting the tunnel to new yard SR 99 • Staging area for construction Sixth 0.5 Roadway Seattle Mixed • Storage of construction materials Avenue N. site: Thomas Street to Harrison Street Thomas Street 0.5 Roadway Seattle Mixed • Parking for construction workers site/ • Storage of construction materials and equipment • Temporary contractor office Republican 0.7 Vacant Seattle Mixed • Storage of construction materials Street site Harrison 1.4 Office Seattle Mixed • Location of permanent cut-and- Street site cover structure including the tunnel operations building • Staging area for construction Right-of-Way Roadway Seattle Mixed, • Right-of-way for street widening required for Neighborhood street Commercial 3 widening BNSF/Lenora 0.3 Utility Downtown • Storage of construction materials Street Harborfront 2 construction zone Broad Street Roadway Seattle Mixed • Closed 1 2 Construction-related detours, closures, and traffic congestion would result in 3 changes in mobility on streets in the project area. Residents would experience 4 some degree of inconvenience, and businesses would experience disruptions in 5 the flow of customers and employees and in the delivery or shipment of materials 6 and supplies.
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1 The loss of parking, especially on-street short-term parking, could reduce the 2 convenience of access to land uses. In addition, transit service could be adversely 3 affected by construction-related detours. The economic effect of construction on 4 businesses is discussed in Appendix L, Economics Discipline Report. Throughout 5 the duration of construction, on-street parking spaces in the south and north 6 portal areas would be temporarily unavailable. Pedestrian and vehicle access, 7 including freight deliveries to buildings in these areas, may be affected for the 8 entire construction period. 9 Temporary roadway closures are expected to result in a redistribution of traffic to 10 nearby streets throughout the study area. The effects would vary during each 11 stage of construction. The greatest changes in access to adjacent land uses would 12 occur in the north portal area when traffic would be diverted along the west side 13 of SR 99 to the Battery Street Tunnel. For some parcels, the effects would occur 14 only during construction activities at a given location. Other parcels that depend 15 on existing vehicle circulation patterns and access, including public transit, could 16 be affected during the entire construction period. Access to the Seattle Ferry 17 Terminal would be maintained throughout the construction period. 18 Spoils from the bored tunnel and portal excavations are proposed to be 19 transported by barge to the Mats Mats Quarry, near Port Ludlow, Washington, 20 for disposal.
21 6.1.1 South Portal 22 Construction of the south portal includes the construction of a tunnel operations 23 building and ramps providing northbound on, northbound off, southbound on, 24 and southbound off movements to and from SR 99. Demolishing a short section 25 of the viaduct just north of S. Royal Brougham Way where the WOSCA detour 26 crosses the existing viaduct’s path would require a 1-week closure of SR 99. 27 During this closure, the Elliott/Western ramps and midtown ramps would still be 28 in operation; Alaskan Way S. would continue to operate on the East Frontage 29 Road detour route between S. King Street and S. Royal Brougham Way. The 1- 30 week closure would have temporary effects on the street network as well as 31 access to residences and businesses in the area, including the sports stadiums. 32 Once the demolition is completed in this location, both SR 99 northbound and 33 southbound traffic would travel on the WOSCA detour. The WOSCA detour 34 would route traffic to the WOSCA property at S. Royal Brougham Way and 35 connect back to SR 99 using the existing ramp structure along Railroad Way S. 36 The northbound on-ramp and southbound off-ramp would remain on the 37 temporary ramps. First Avenue S. would still convey two lanes of traffic in each 38 direction between S. King Street and S. Royal Brougham Way.
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1 Access to and from the Seattle Ferry Terminal at Colman Dock may be disrupted 2 as a result of reduced lanes during the viaduct demolition and the construction of 3 the north and south end surface improvements. Access to the ferry and marine 4 terminals may be rerouted at times but would be retained during construction. 5 Also, pedestrian access to and from Colman Dock, although maintained 6 throughout construction, may be rerouted at times. 7 For the cruise ship terminal at Pier 66, pedestrian access would be maintained, 8 and vehicle access on the Alaskan Way surface street would be maintained with 9 at least one lane in each direction. Locations for pedestrian access and bus and 10 taxi cab pickups would likely vary throughout construction to accommodate 11 construction activities. Operations at the cruise ship terminal could limit 12 construction activities. 13 The delivery of oversized loads, such as the tunnel boring machine (TBM), could 14 cause significant spot disruptions along principal streets, which may require 15 short-term lane or street closures. However, work would be planned to minimize 16 any lane closures from south of S. King Street to just south of S. Royal Brougham 17 Way during special events. Increased congestion on SR 99, Alaskan Way, and 18 First Avenue S. would likely disrupt transit services along these routes. 19 Trucks accessing streets affected by construction would be subject to the same 20 traffic delays as general-purpose vehicles. During construction, public parking 21 would not be available on either side of the affected street throughout the 22 designated construction zone, thereby prohibiting unrestricted use of curbside 23 lanes for truck parking and loading or off-loading. Alternatively, trucks would 24 have to park on nearby side streets, two blocks or more from the construction 25 zones. Access to businesses for customers, freight, and deliveries is important, 26 and a program to identify and address these issues would be developed. 27 The conversion of existing on-street parking lanes into peak-period vehicle travel 28 lanes in the vicinity of each portal would preclude public parking in these 29 construction zones. This would increase demand for the limited on-street parking 30 spaces available upstream and downstream of these construction zones and 31 neighboring streets. 32 The combined effect of sequencing utility diversions, ground improvement, and 33 installation of shoring walls for each access point would temporarily eliminate 34 on-street parking for consecutive blocks throughout the duration of construction. 35 This problem would be less severe after the excavations are decked over. 36 Construction workers would park in the upland area of Pier 48, northwest of 37 Qwest Field. Pier 48 is part of the large industrial area that includes Terminal 46 38 to the south. Workers would enter and exit the site from Alaskan Way S., which 39 could increase traffic congestion along this roadway. Traffic congestion could be
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1 a temporary inconvenience for those traveling to and from the ferry terminal and 2 businesses along the waterfront. 3 A conveyor system could be used to transport excavated materials from the south 4 tunnel portal, above roadways and the adjacent railroad tracks, to barges docked 5 along Pier 46. The excavated materials would be barged to an off-site location for 6 disposal, such as the Mats Mats Quarry, near Port Ludlow in Jefferson County, 7 Washington. The conveyors and hoppers would be erected to avoid roadway 8 closures and obstructions to ferry terminal and Terminal 46 access. 9 Excavated materials could also be transported by truck along E. Marginal Way S. 10 to Terminal 25, which is northwest of the Alaskan Way Viaduct/S. Spokane Street 11 interchange. These materials could be barged to an off-site location for disposal. 12 Terminal 25 is part of the Port of Seattle operations and is currently used for 13 trucking and shipping container storage. Operations on the property may need to 14 be reconfigured to accommodate the transfer of excavated material from trucks to 15 barges. Increased truck traffic along the E. Marginal Way S. haul route could 16 result in travel delays for north-south traffic and could result in traffic congestion 17 at the points of vehicle access to the marine cargo area of Terminal 46 and Colman 18 Dock. Use of E. Marginal Way S. as a haul route also could affect other marine, 19 industrial, and water-dependent uses west of E. Marginal Way S., including 20 Terminals 25 and 30. In addition, access to the U.S. Coast Guard facility at Pier 36 21 and existing business locations between Pier 36 and Terminal 30 could be 22 affected. 23 Staging and laydown of construction materials in the south portal area would 24 occur primarily at Terminal 106, northwest of the E. Marginal Way S./S. Nevada 25 Street intersection. Terminal 106 currently includes several warehouses along the 26 Duwamish waterway and is used for the storage of shipping containers. 27 Terminal 106 is part of the larger industrial area that includes several large 28 warehouses and facilities. The Ash Grove Cement plant is immediately north of 29 Terminal 106. Increased construction vehicle traffic along E. Marginal Way S. 30 would be noticeable throughout the day while construction vehicles enter and 31 exit the Terminal 106 site. Increased truck traffic in this area could also disrupt 32 the flow of customers and employees and the delivery or shipment of materials 33 and supplies at nearby businesses.
34 6.1.2 Bored Tunnel 35 A project work site would be established on the WOSCA property to support the 36 construction of the bored tunnel. The facilities would include laydown areas for 37 materials, a potential concrete batch plant, a slurry separation plant (if required), 38 maintenance workshops, storage areas for excavated spoils and precast concrete 39 segments, and parking and field offices for on-site personnel. A temporary
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1 substation would be constructed at this location, and electrical systems in the area 2 would be extended to this substation to provide power to the TBM. Construction- 3 related detours, closures, and traffic congestion would result in changes in 4 mobility, primarily on Alaskan Way S., E. Marginal Way S., and First Avenue S. 5 Residents in the Pioneer Square neighborhood would also experience some 6 degree of inconvenience, and businesses would experience disruptions in the 7 flow of customers and employees and the delivery or shipment of materials and 8 supplies. 9 The tunnel boring may affect land uses and specific buildings within the 10 settlement trough of the bored tunnel. To identify and prepare for potential 11 building and area settlement, a structural building inventory was prepared and 12 baseline conditions were assessed in advance of construction (PB 2010). Before 13 the boring begins, monitoring instrumentation would be installed to detect any 14 settlement under sensitive buildings and structures during or after the boring. 15 Approximate areas and buildings likely to experience settlement are as follows: 16 • Alaskan Way S. between S. King and Main Streets 17 • Alaskan Way S. at Yesler Way 18 • Western Building 19 • Polson Building, Commuter Building, Federal Office Building, and Harbor 20 Steps 21 In these areas and for these specific buildings, two types of grouting could be 22 used to mitigate settlement: jet grouting and compensation grouting (described 23 in more detail in Appendix B, Alternatives Description and Construction 24 Methods Discipline Report). Both of these grouting techniques stabilize or stiffen 25 the soil by introducing into the soil pores either a cementitious or chemical grout 26 that displaces air and water. Compensation grouting would be performed at a 27 pressure low enough to prevent fracture of the soil formation and excessive 28 motion (heave). Grouting of the tunnel face in advance of the cutter head and tail 29 grouting to fill void space between the formation and the tunnel lining would 30 occur during tunnel boring to reduce the potential for settlement of overlying 31 land and buildings in the settlement trough. 32 Use of these mitigation measures would require the acquisition of temporary 33 property rights from property owners. Any acquisitions would be completed 34 according to the federal regulations discussed in Chapter 5. 35 It is possible that the settlement risks for a specific building cannot be mitigated 36 through the use of jet or compensation grouting or that a building not previously 37 identified as being at-risk for settlement would later be determined to have 38 sustained structural damage. In such cases, compensation to the building owners
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1 and tenants could include repair without temporary relocation, repair with 2 temporary relocation, repair with permanent relocation, or condemnation of the 3 building. Displaced businesses would be relocated as discussed in Chapter 5 for 4 permanent relocation related to full acquisitions.
5 6.1.3 North Portal 6 Tunnel boring operations would end just north of Thomas Street. The TBM 7 would be dismantled and extracted at this location. A recovery shaft would be 8 excavated to remove the boring machine. The decked roadway would begin to 9 unbraid at the end of the tunnel and transition into a cut-and-cover access 10 structure. The cut-and-cover access structure would then transition into an open 11 trench before transitioning again into the at-grade surface roadway. 12 Businesses adjacent to project construction would experience increased noise, 13 dust, and vibrations associated with the tunnel evacuation and street 14 improvements. Also, vehicle, transit, and pedestrian access to businesses adjacent 15 to construction would require rerouting (discussed in detail in Appendix C, 16 Transportation Discipline Report). 17 Periodic short-term lane closures would be required on Sixth Avenue N., Taylor 18 Avenue N., Broad Street, and Harrison Street for the construction of the north 19 portal. SR 99 traffic would be rerouted onto a temporary roadway for 20 approximately 39 months during the construction of the TBM recovery shaft and 21 the cut-and-cover structure for the north portal. 22 Similar to the south portal, trucks accessing streets affected by construction 23 would be subject to the same traffic delays that general-purpose vehicles would 24 experience. During construction, public parking would not be available on either 25 side of the affected street throughout the designated construction zone, thereby 26 prohibiting unrestricted use of curbside lanes for truck parking and loading or 27 off-loading at businesses. Alternatively, trucks would have to park on nearby 28 side streets. Access to businesses for freight and deliveries is important, and a 29 program to identify and address these issues would be developed. 30 The combined effect of sequencing utility diversions, ground improvement, and 31 installation of shoring walls for each access point would temporarily eliminate 32 on-street parking and could adversely affect transit access for consecutive blocks 33 for the duration of construction. The loss of parking, especially on-street short- 34 term parking, could affect access to adjacent businesses. In addition, transit 35 service could be adversely affected by construction related detours. The 36 economic effect of construction on businesses is discussed in Appendix L, 37 Economics Discipline Report.
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1 6.1.4 Viaduct Removal 2 After the completion of the new SR 99 bored tunnel, the existing viaduct would 3 be removed. Utilities located on and, where necessary, under the viaduct would 4 be relocated. In early 2016, the viaduct demolition would begin to affect parking 5 under the viaduct and along Alaskan Way. There are approximately 560 on-street 6 parking spaces under the viaduct and ramps from S. King Street to the Battery 7 Street Tunnel portal that would be affected during viaduct demolition. 8 The removal of parking in this area could inconvenience the businesses and 9 residents that rely on these parking areas. However, some of these parking 10 spaces may be restored to use after the viaduct is demolished. During the 11 demolition, the majority of on-street parking spaces would remain in use. 12 Directly after viaduct demolition and removal, the City expects to begin work on 13 the waterfront promenade and the new Alaskan Way surface street. Construction 14 of these projects will likely affect parking availability until they are completed. 15 These projects are separate from the Alaskan Way Viaduct Replacement Project 16 and are discussed in more detail in Chapter 7, Cumulative Effects. Refer to 17 Appendix C, Transportation Discipline Report, for more information on parking 18 issues. 19 Demolition of the existing viaduct would require various surface street closures at 20 several locations during the 9-month removal period. During demolition, 21 pedestrians would be rerouted from the work zone to alternative routes in the 22 area from S. King Street to Battery Street. 23 Some private parking and loading areas along Alaskan Way would experience 24 disruptions to access while the viaduct is being demolished and the utilities that 25 are currently on the viaduct are being relocated. These parking and loading areas 26 are primarily narrow strips of land about 8 to 10 feet wide. Periodically, parking 27 and loading in these areas would be temporarily unavailable as demolition 28 progresses along the corridor. Most of these properties also have access along 29 Western Avenue.
30 6.1.5 Decommissioning of the Battery Street Tunnel 31 After the new SR 99 bored tunnel is completed and the viaduct is removed, the 32 Battery Street Tunnel would be decommissioned. Decommissioning the Battery 33 Street Tunnel would likely entail filling it with crushed concrete debris from the 34 viaduct demolition. While the tunnel is being filled, truck traffic into and out of 35 the tunnel would increase, resulting in increased noise and dust primarily around 36 the south portal of the Battery Street Tunnel. The increased truck traffic, noise, 37 and dust effects on residences and businesses at the portal and above the tunnel 38 would be temporary, and buildings would be monitored for vibration effects and 39 stability.
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1 6.2 Construction Mitigation 2 Mitigation measures for potential effects on land use during construction 3 activities would include providing advance notice to property owners in the 4 project area regarding demolition and construction activities, utility disruptions, 5 and detours. In addition, a construction website with a 24-hour project 6 information line would be established and updated regularly. Construction 7 traffic, dust, and noise would be mitigated to the extent possible, as described in 8 Appendix F, Noise Discipline Report; Appendix M, Air Discipline Report; and 9 Appendix C, Transportation Discipline Report. 10 Major special events at the sports stadiums and operations at the Pier 66 cruise 11 ship terminal could limit construction activities. Construction activities could be 12 managed to avoid and minimize impediments to vehicle access to the marine 13 cargo area of Terminal 46 and Colman Dock. 14 Right-of-way acquisition and potential relocations would occur before 15 construction. Property acquisitions will be compensated by measures identified 16 in Section 5.3, Operational Mitigation. Additional mitigation measures related to 17 business and community effects are described in Appendix L, Economics 18 Discipline Report, and Appendix H, Social Discipline Report.
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1 Chapter 7 CUMULATIVE EFFECTS
2 Cumulative effects are those that, when combined with other Program elements 3 or neighboring projects, may lead to a larger overall effect on the environment. 4 The cumulative effects analysis focused on the combined effect of the Bored 5 Tunnel Alternative and other roadway and non-roadway elements included in 6 the Program. In addition, other projects that are anticipated to add to effects on 7 land use in the study area were evaluated.
8 7.1 Trends Leading to Present Land Use Conditions 9 Large earth-moving projects over the past 100 years and development of multiple 10 modes of transportation infrastructure has shaped the land use patterns in the 11 Program area. Much of the land use patterns established by 1900 are still present 12 today: commercial and industrial development in the south portal area, retail 13 with some residential use to the north, and primarily residential (condominiums) 14 in the north portal area. 15 A new emphasis is on housing opportunities and increasing livability in the City 16 core that would bring people closer to jobs and amenities. The City’s last 10-year 17 update of its Comprehensive Plan (2009) attempts to encourage this policy. The 18 new plan continues with many of the concepts first introduced in the 1994 19 Comprehensive Plan. Key changes to the plan include the following: 20 • Addition of an Urban Village element that provides goals and policies for 21 directing growth in urban village areas 22 • New goals and policies for environmentally critical areas 23 • New policies for historic preservation 24 • Limitations in building height and density for structures outside urban 25 villages and centers in the Land Use element 26 • New goals to limit the number of single-occupant vehicle trips within each 27 urban center under the Transportation element 28 In addition to the comprehensive plan changes described above, in 2003 the City 29 changed the downtown height and density limits in its Land Use Code. These 30 changes were put into effect to encourage more housing adjacent to the 31 downtown core. These changes will continue to affect the Commercial Core and 32 Denny Triangle neighborhood planning areas, as well as portions of the Belltown 33 neighborhood. These policies are also reinforced with the City’s overall Center 34 City Strategy, an approach that promotes locating new jobs and affordable 35 housing within the downtown neighborhoods.
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1 The City has continued with its central waterfront planning process, which 2 includes the following objectives: 3 • A focus on the central waterfront area 4 • Redevelopment at the Seattle Ferry Terminal 5 • New development on Alaskan Way 6 • Redevelopment at the Pike Place Market and Seattle Aquarium sites 7 • Redevelopment of Pier 48 in coordination with WSDOT 8 • An open promenade along the waterfront, with larger development sites 9 on the east side of Alaskan Way 10 • Mixed-use development on the street side of the Seattle Ferry Terminal 11 • New development over rail lines in the Belltown area 12 • A lid over Alaskan Way to link Pier 57 and the Pike Place Market 13 • Broad Street improvements to connect the waterfront with Seattle Center 14 • Redevelopment on both sides of Western Avenue 15 The City has been studying development plans for the South of Downtown area 16 that are intended to stimulate housing and development in the area. The 17 planning addresses issues and opportunities related to future growth in South 18 Downtown. In general, the plan considers five subareas: 19 • Pioneer Square 20 • Chinatown/International District west of I-5 21 • Chinatown/International District east of I-5 to Rainier Avenue S. (also 22 referred to as Little Saigon) 23 • The predominantly industrial vicinity south of Chinatown, west of I-5, 24 and north of I-90 25 • The mostly industrial “stadium transition area” along First Avenue S. to 26 S. Holgate Street 27 The goals of the plan include stimulating housing and jobs, respecting existing 28 neighborhood character, promoting an integrated mix of land uses, supporting 29 quality connections between neighborhoods and downtown, encouraging 30 economic vitality and environmental sustainability, and accommodating regional 31 services while ensuring that they respect the goals of the community. 32 The Seattle City Council passed rezoning measures for the South Lake Union 33 neighborhood in 2005. The new measures included changing the name of the 34 Seattle Cascade Mixed (SCM) zone to Seattle Mixed (SM) and rezoning some 35 commercial zones within the planning area to the new SM classification,
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 86 Supplemental Draft EIS
1 including parcels adjacent to Aurora Avenue between Denny Way and Galer 2 Street. 3 These changes were proposed to encourage housing and job opportunities in the 4 South Lake Union neighborhood. The new SM zone allows residential uses and 5 also commercial and manufacturing uses. The provision for commercial uses was 6 intended in part to support biotechnology uses and biotechnology research and 7 development laboratories. 8 Cumulative effects can include both construction and operational effects. The 9 cumulative effects in the study area could contribute to the following: 10 • Reduced traffic congestion 11 • Further urbanization of the area 12 • Increased likelihood of redevelopment for underdeveloped properties 13 • Increased demand for transit and municipal public services and facilities 14 During construction, the cumulative effect of development activity is also 15 expected to contribute noise, dust, and traffic congestion in the general areas 16 where construction would occur. 17 Attachment B, Cumulative Effects Analysis, provides a more detailed analysis of 18 cumulative effects. It describes the specific geographic area evaluated for 19 cumulative effects and the period considered, and provides a list of past, present, 20 and foreseeable actions used to evaluate these effects.
21 7.2 Effects from Other Roadway Elements of the Program 22 The other roadway elements of the Program would provide better accessibility to 23 the waterfront and improve connections in the waterfront and other downtown 24 area neighborhoods via the new four-lane Alaskan Way surface street. They 25 would provide new connections from Pike Street to Battery Street via the new 26 Elliott/Western Connector and improve the Mercer Street corridor from Fifth 27 Avenue N. to Elliott Avenue. These elements would also contribute to achieving 28 the goals of Seattle’s Central Waterfront Concept Plan, facilitating and 29 encouraging many aspects of Seattle’s future vision for the waterfront.
30 7.3 Effects from Non-Roadway Elements of the Program 31 The non-roadway elements of the Program include replacing the seawall, 32 building a promenade on the location of the existing Alaskan Way surface street, 33 and adding a First Avenue streetcar, along with other enhancements to transit 34 service. These elements would improve access to downtown and enhance 35 connections to surrounding land uses, primarily along the waterfront, by 36 providing increased space and linkages for pedestrians and bicycles. A new
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 87 Supplemental Draft EIS
1 streetcar on First Avenue and increased transit service would increase 2 accessibility to residences and businesses along this corridor. The non-roadway 3 elements would also contribute to the reconnection of downtown neighborhoods 4 with the natural environment of Elliott Bay, including public spaces and 5 recreational resources.
6 7.4 Cumulative Effects of the Program 7 The Program has the potential to make several downtown neighborhoods more 8 attractive and accessible, including Pioneer Square and the Greater Duwamish 9 MIC, as well as the Commercial Core, Belltown, and South Lake Union. Physical 10 appeal combined with ease of travel may attract new interest to these areas. The 11 Program is also expected to contribute noise, dust, and traffic congestion to the 12 project area during construction, which would affect adjacent land uses. 13 The Program may also influence future land uses, primarily in the portal areas 14 and along the new Alaskan Way surface street and promenade. In the south 15 portal area, improved connections to SR 99 could add to influences on local land 16 uses that have resulted from recent development around the sports stadiums, 17 such as the Starbucks office building. Although the Bored Tunnel Alternative 18 would not create large areas of land for redevelopment, changes in land uses that 19 are consistent with existing land use plans and zoning may be encouraged by the 20 overall improvement associated with the new bored tunnel. 21 In the south portal area, the two south portal area options would define new 22 blocks of property that would be available for future development under the 23 City’s existing Industrial Commercial land use zone. The future development of 24 this property would be required to be consistent and compatible with existing 25 land use plans and is not expected to influence development activity or trends in 26 the Pioneer Square or Greater Duwamish MIC neighborhoods. 27 In the north portal area, land use changes may be promoted by improvements 28 along the Mercer Street corridor in conjunction with the enhanced connections to 29 SR 99 that are part of the Bored Tunnel Alternative. 30 The Program may also make the downtown area more desirable for residential 31 uses. In recent years, the Commercial Core, Pioneer Square, and Belltown 32 neighborhoods have experienced increases in residential development. 33 Eventually, improved connections downtown could indirectly increase business 34 interest there, which could also lead to new commercial or retail uses. As noted 35 earlier, neighborhoods in the south and north portal areas may experience some 36 land use changes related to changes in roadway locations, property access, and 37 travel patterns. Where improved connections to the downtown core and the 38 waterfront may facilitate commute trips from surrounding neighborhoods, some 39 development activity may be stimulated by the desirability of these connections.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 88 Supplemental Draft EIS
1 Many factors influence decisions about land use, including economic conditions, 2 zoning, and the supply of land. The Bored Tunnel Alternative is not likely to 3 have substantial influences on these factors; therefore, it is not expected to be a 4 major catalyst for future growth. The project’s cumulative effects would 5 contribute to effects associated with other proposed and future changes that may 6 occur based on Seattle’s Comprehensive Plan and land use regulations. 7 The Program has been designed to minimize the need for right-of-way 8 acquisitions; therefore, its contribution to changes in right-of-way is not expected 9 to be substantial. However, the other roadway and non-roadway elements would 10 likely result in other displacements in and around the study area, which could 11 result in the conversion of additional land uses to transportation use. 12 Appendix C, Transportation Discipline Report, presents additional information 13 on expected trip distributions, levels of service, and traffic conditions. Appendix 14 L, Economics Discipline Report, discusses potential effects on businesses.
15 7.5 Comprehensive Cumulative Effects 16 The potential overall influence on growth in the Seattle area is difficult to predict. 17 While there may be opportunities for additional development, the potential for 18 large-scale redevelopment as part of the other roadway and non-roadway projects 19 is not expected to be substantial. However, the Program represents a substantial 20 contribution to the numerous ongoing improvements occurring in the city, and in 21 the downtown area in particular. Because the Program focuses on replacing and 22 enhancing existing facilities, its role as a potential inducement to a measurable 23 cumulative growth in downtown would not likely be as great as one that 24 provided substantial new transportation routes to the area. The City is currently 25 engaged in efforts to develop a new central waterfront plan, which will be the 26 primary guide for determining the types and areas of future land uses along the 27 waterfront. 28 Neighborhoods located north and south of downtown—such as Ballard, Fremont, 29 Greenwood, West Seattle, White Center, and Georgetown—that use SR 99 as an 30 alternative route to access downtown and other parts of the city would benefit 31 from the various improvements expected to occur. Enhancements to existing 32 facilities and transit service, such as the new public transit RapidRide projects, 33 would make access to current land uses easier and more desirable for individuals 34 from surrounding neighborhoods. However, extensive growth in these 35 neighborhoods as a result of the Program and all other roadway and non- 36 roadway projects is not expected. 37 Several private development projects are expected to occur during the 38 construction period for the Program. This general development would include 39 private land use actions, such as residential, retail, and commercial development
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 89 Supplemental Draft EIS
1 identified on Exhibits 4-8 and 4-9. Taken together, the Program, along with 2 planned private development projects, would be expected to contribute noise, 3 dust, and traffic congestion to the study area during construction, which would 4 affect adjacent land uses.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 90 Supplemental Draft EIS
1 Chapter 8 PERMITS AND APPROVALS
2 The Bored Tunnel Alternative would require a number of permits and approvals 3 from federal, state, and local agencies. Many of these permits and approvals 4 would not specifically involve right-of-way acquisitions; however, a few may be 5 related to parcel and land use considerations. Federal, state, and local permits 6 and approvals that may be required include the following: 7 • Underground Storage Tank Removal Permit 8 • Seattle Street Use Permit 9 • Seattle Demolition Permit 10 • Section 106 of the National Historic Preservation Act consultation on 11 historic/archaeological resources 12 • Noise Variance 13 • National Pollutant Discharge and Elimination System (NPDES) Permit 14 • King County Industrial Wastewater Discharge Permit or authorization 15 • CZM Act Consistency Determination 16 • Pioneer Square Historic District Certificate of Approval 17 • Shoreline Substantial Development Permit 18 • Endangered Species Act Section 7 Consultation 19 Conditions attached to these permits and approvals may affect the removal or 20 relocation of existing buildings and structures at the portal areas of the bored 21 tunnel. 22
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1 Chapter 9 REFERENCES
2 Downtown Seattle Association. 2009. State of downtown economic report. 3 Seattle, Washington.
4 King County. 2004. Six-year transit development plan for 2002 to 2007. King 5 County Department of Transportation, Metro Transit Division. November 6 2004.
7 King County. 2007. Comprehensive plan for public transportation. King County 8 Department of Transportation. November, 2007.
9 King County. 2009. Strategic plan for public transportation 2007–2016. King 10 County Department of Transportation, Metro Transit Division. November 11 2009.
12 PB (Parsons Brinckerhoff). 2009. SR 99 bored tunnel alternative – right-of-way 13 needs and boundaries summary. Seattle, Washington. July 2009.
14 PB. 2010. Appendix S1: SR 99 Bored Tunnel Alternative – draft assessment of 15 settlement impacts to buildings. Seattle, Washington. February 2010.
16 Port of Seattle. 2007. Seaport shoreline plan. Prepared by Seaport Planning 17 Group and Ann Farr Consulting. December 2007.
18 PSRC (Puget Sound Regional Council). 2009 VISION 2040. Seattle, Washington.
19 PSRC. 2010. Transportation 2040 . Seattle, Washington. April 2010.
20 SDOT and WSDOT (Seattle Department of Transportation and Washington State 21 Department of Transportation). 2004. South Lake Union transportation 22 study. Final report. Prepared by Parsons Brinckerhoff Quade & Douglas, Inc. 23 Seattle, Washington. July 2004.
24 Seattle Planning Commission. 2006. Comments and recommendations on the 25 comprehensive plan amendments, April 12, 2006. Seattle, Washington.
26 Seattle, City of. 1998. Pioneer Square neighborhood plan. Adopted November 27 1998.
28 Seattle, City of. 1999a. Belltown neighborhood plan. Adopted May 1999.
29 Seattle, City of. 1999b. Commercial Core neighborhood plan. Adopted May 30 1999.
31 Seattle, City of. 1999c. Denny Triangle neighborhood plan. Adopted February 32 1999.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 93 Supplemental Draft EIS
1 Seattle, City of. 1999d. Design review guidelines for downtown development.
2 Seattle, City of. 1999e. Downtown urban center neighborhood plan. Adopted 3 May 1999.
4 Seattle, City of. 1999f. Greater Duwamish manufacturing and industrial center 5 plan. Adopted May 1999.
6 Seattle, City of. 1999g. Queen Anne plan. Adopted March 1999.
7 Seattle, City of. 1999h. South Lake Union neighborhood plan. Adopted March 8 1999.
9 Seattle, City of. 2003. Downtown height and density changes draft 10 environmental impact statement. City of Seattle Department of Planning and 11 Development. Adopted November 2003.
12 Seattle, City of. 2005. Transportation strategic Plan (TSP). Seattle Department of 13 Transportation. August 2005.
14 Seattle, City of. 2006a. Livable south downtown phase I staff report. Department 15 of Planning and Development. Seattle, Washington. March 2006.
16 Seattle, City of. 2006b. Mayor’s recommendations: Seattle’s central waterfront 17 concept plan. Department of Planning and Development. June 2006.
18 Seattle, City of. 2006c. Seattle comprehensive plan amendments in Ordinance 19 Number 122313. Adopted December 21, 2006.
20 Seattle, City of. 2007a. City of Seattle industrial lands – Background report. 21 Department of Planning and Development. Seattle, Washington. May 2007.
22 Seattle, City of. 2007b. City of Seattle industrial lands – Mayor’s 23 recommendations. Mayor Greg Nickels. Seattle, Washington. August 2007.
24 Seattle, City of. 2008. Seattle Center Century 21 master plan. Adopted August 25 2008. Seattle, Washington.
26 Seattle, City of. 2009. City of Seattle comprehensive plan – Toward a sustainable 27 Seattle (2004–2024). Department of Planning and Development. Seattle, 28 Washington. January 2005, amended January 2009.
29 WSDOT (Washington State Department of Transportation). 2010. Environmental 30 procedures manual M 31-11.07. Olympia, Washington. February 2010.
31 WSDOT, City of Seattle, and U.S. Department of Transportation, Federal 32 Highway Administration. 2004. SR 99: Alaskan Way Viaduct & Seawall
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report 94 Supplemental Draft EIS
1 Replacement Project draft environmental impact statement. Washington State 2 Department of Transportation, Urban Corridors Office, Seattle, Washington.
3 WSDOT, City of Seattle, and U.S. Department of Transportation, Federal 4 Highway Administration. 2006. SR 99: Alaskan Way Viaduct & Seawall 5 Replacement Project supplemental draft environmental impact statement and 6 section 4(f) evaluation. Washington State Department of Transportation, 7 Urban Corridors Office, Seattle, Washington.
8 Washington State Transportation Commission and WSDOT (Washington State 9 Department of Transportation). 2006. Washington transportation plan 2007– 10 2026. Prepared for Governor Christine Gregoire and the Washington State 11 Legislature. November 2006.
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1 ATTACHMENT A
2 Tunnel Subsurface Property Acquisitions 3
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1 ATTACHMENT A – TUNNEL SUBSURFACE PROPERTY 2 ACQUISITIONS 3 Subsurface property acquisitions required for the Bored Tunnel Alternative are 4 indicated on Exhibit A-1. Exhibits A-2 through A-5 show the locations of these 5 properties. 6 Special consideration for the following parcels in the south portal area would 7 need to be negotiated: 7666202575, 7666202570, 7666202565, 7666202560, 8 7666202545, and 7666202540. These parcels are generally bounded by Alaskan 9 Way and Western Avenue between Yesler Way and Marion Street. These 10 properties are considered to be on non-bearing soil and if they are further 11 developed to the limits of current zoning, would require piling that would fall 12 within the 54-foot vertical subsurface boundary of the tunnel. Special 13 consideration for these subsurface parcel acquisitions would need to be 14 negotiated on a case-by-case basis regarding how further development of the site 15 over the tunnel would be affected.
16 Exhibit A-1. Tunnel Subsurface Property Acquisitions Area Required Volume Tax Parcel Present Use Property Address (square feet) (cubic feet) 7666202530 Office 901 First Avenue 98104 18,930 3,066,585 1974600035 Retail/Service 1007 First Avenue 98104 2,247 363,932 7666202515 Office 1008 Western Avenue 98104 4,429 717,525 1974600025 Retail/Service 1007 First Avenue 98104 5,641 913,802 9197200000 Multifamily 1107 First Avenue 98101 9,938 1,609,998 1697500000 Mixed Use 1119 First Avenue 98101 12,380 2,005,545 1976200076 Mixed Use 1201 First Avenue 98101 16,509 2,674,448 1976200075 Mixed Use 1301 First Avenue 98101 2,827 457,907 7666202566 Utility 94 15,161 1976200060 Retail/Service 1315 First Avenue 98101 675 109,365 6094670000 Parking 1321 First Avenue 98101 1,844 298,642 6094500000 Multifamily Union Street 98101 98003 94 15,161 1977200435 Office 1901 First Avenue 98101 17 2,677 1977200960 Parking 2,421 392,265 1977200955 Parking 3,020 489,183 1977200940 Multifamily 1920 First Avenue 98101 4,289 694,825 1977200935 Retail/Service 1924 First Avenue 98101 2,610 422,885 1977200920 Office 1932 First Avenue 98101 7,742 1,254,178
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment A A-1 Supplemental Draft EIS Exhibit A-1. Tunnel Subsurface Property Acquisitions (continued) Area Required Volume Tax Parcel Present Use Property Address (square feet) (cubic feet) 1977201200 Parking 1,960 317,497 1977201181 Office 2106 Second Avenue 98121 9,215 1,492,750 1977201165 Retail/Service 2120 Second Avenue 98121 4,636 750,950 1977201160 Office 2124 Second Avenue 98121 2,685 434,989 1977201145 Multifamily 2132 Second Avenue 98121 717 116,209 1977201170 Retail/Service 2121 Third Avenue 98121 316 51,204 1977201155 Retail/Service 2125 Third Avenue 98121 2,109 341,651 1977201150 Office 2133 Third Avenue 98121 4,148 671,929 6391350000 Mixed Use 2000 First Avenue 98121 2,670 432,536 1977200900 Parking 6,066 982,664 1977200885 Retail/Service 2013 Second Avenue 98121 5,194 841,390 1843050000 Mixed Use 2033 Second Avenue 98101 10,444 1,691,870 2867400000 Multifamily 2201 Third Avenue 98121 5,381 871,759 694000055 Retail/Service 2217 Third Avenue 98121 58 9,411 694000080 Multifamily 306 Blanchard Street 98121 0 2 694000090 Parking 1,158 187,572 694000100 Parking 3,472 562,415 694000105 Office 2226 Third Avenue 98121 5,576 903,317 694000110 Retail/Service 2230 Third Avenue 98121 4,282 693,664 656000540 Multifamily 304 Bell Street 98121 23 3,700 694000115 Multifamily 2225 Fourth Avenue 98121 896 145,192 656000615 Other 314 Bell Street 98121 9,579 1,551,808 656000605 Retail/Service 2315 Fourth Avenue 98121 1,237 200,453 697000025 Mixed Use 500 Wall Street 98121 13,303 2,155,026 696000155 Retail/Service 2316 Fourth Avenue 98121 203 32,826 696000160 Government Service 2318 Fourth Avenue 98121 12,483 2,022,277 696000175 Office 2335 Fifth Avenue 98121 894 144,831 696000250 Multifamily 2400 Fourth Avenue 98121 8,835 1,431,287 697000064 Office 521 Wall Street 98121 7,045 1,141,216 1991200520 Office 203 Sixth Avenue N. 98109 172 27,852 1991200765 Retail/Service 200 Sixth Avenue N. 98109 115 18,616 1991200580 Retail/Service 566 Denny Way 98109 1,761 285,338 1991200600 Office 552 Denny Way 98109 861 139,551 1
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment A A-2 Supplemental Draft EIS Legend Parcels Adjacent to Tunnel
g Parcels for Permanent Tieback Easement n i t K c e o j t o Parcels for Temporary Tieback Easement e r t P a t g l n o e SR 99 Alignment H m r e o c f North/South Tunnel Access a t l n p i e o R P t Parcels for Fee Acquisition h c c u t d a a 76662 i 07695 M Parcels for Construction Easement V Parcels for Subsurface Acquisition Bored Tunnel
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Right of Way Exhibit 1: Right of Way Impacts Map from S. Atlantic Street to Jackson Street P IK E Legend H IL L C L Parcels Adjacent to Tunnel IM B Parcels for Permanent Tieback Easement
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T 1 T T N AY 9 Elliott Bay O W 3 SR 99 Alignment FR Y 8 0 R W 7 E 0 T D 6 7 A R 6 4 0 W E 6 4 0 N 2 2 0 A 0 7 North/South Tunnel Access K 2 0 S 1 A 7 4 0 L 4 9 A 6 7 0 6 0 0 6 0 6 1 2 2 9 0 0 7 0 1976200105 2 6 1 7 4 2 4 Parcels for Fee Acquisition 6 4 0 0 6 5 0 6 1 2 6 0 0 2 1 4 3 00 5 00 0 Parcels for Construction Easement 0 20 00 76 45 7 19 9 6 60 6 0 6 03 2 7666202461 0 0 20 2 76 Parcels for Subsurface Acquisition 7 4 19 6 7 6 5 1 6 9 2 7 0 6 L 2 2 A 0 0 T 0 1975700560 4 S 00 8 0 7 0 O 6 Bored Tunnel 0 0 7 P 94 0 1 60 8 9 5 7 0 6 0 2 U 7 B 0 5 N 0 N 7 I 5 S Edge of Pavement V 0 75 0 I 9 Y 25 E 0 6 O 1 W 0 65 00 0 N 62 N 24 62 N 6 E 0 7 6 A 6 2 9 S 7 6 1 0 0 K C 6 S T 6 2 A A 76 Edge of Retained Fill 6 L 5 2 A S 0 0 T 0 2 0
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Right of Way Exhibit 2: Right of Way Impacts Map from Jackson Street to Union Street P R FF O AV W A N L P ER L R T S N ES T L O W E V N A O T R T E A IO V B A A S LL T T T T 0 E E 7 T 5 4 5 R 0 O 2 Y 0 I 0 0 0 L 0 S 6 0 T 5 8 L 0 6 6 4 6 5 T B 0 0 E 5 6 U 0 6 0 A 0 0 N T 6 0 N T 5 R 0 0 E E 6 2 86 2 L R 0 R 2 7 7 0 Y 0 0 5 6 N N 0 3 5 B S 0 5 6 B 6 0 0 T 5 0 0 6 0 0 0 0 58 5 0 9 0 2 0 5 0 6 0 6 5 5 0 0 0 6 6 0 B 2 0 9 6 0 2 0 0 A 0 7 4 5 5 0 V 0 T 0 7 0 6 5 0 5 T I 1 0 0 6 9 0 R 9 9 0 0 5 0 E 1 0 0 6 G 7 6 3 0 6 R 7 9 0 9 IN 2 4 5 6 0 Y 0 0 5 0 6 I 6 0 S 0 A 0 0 0 6 5 1 6 0 5 9 T S 9 7 0 6 6 T 1 7 0 3 0 T 9 7 06 0 0 U 7 2 9 0 0 N 7 0 4 4 0 6 2 0 0 0 0 6 0 N 0 67 0 0 6 5 0 E 0 1 0 0 5 6 L 19 6 0 0 0 6 0 7 9 6 2 4 B 0 0 S 7 0 9 0 9 0 0 B 2 4 6 E 0 6 0 0 0 0 0 0 L 5 0 0 0 0 0 6 L 4 5 6 0 1 7 6 0 9 0 1 5 9 0 5 0 0 9 0 8 1 4 S 1 0 0 7 9 0 T 7 7 5 6 8 5 0 6 0 3 2 6 9 0 0 0 6 0 0 0 0 0 0 9 5 0 6 0 0 6 5 6 0 6 9 0 0 0 5 2 1 7 0 6 0 9 0 9 6 0 7 9 1 2 9 0 4 4 L 7 0 2 4 0 0 5 1 E 7 6 7 7 0 0 0 0 0 0 N 2 7 7 0 0 0 0 0 9 0 0 0 1 6 0 O 9 9 0 1 1 0 5 6 1 6 6 R 7 9 1 0 5 9 0 0 9 3 7 5 4 0 A 0 7 0 0 0 6 S 2 0 0 0 1 06 0 T 5 0 0 0 0 6 5 9 3 0 0 6 10 9 5 6 7 1 7 1 0 9 5 6 0 1 0 9 2 9 4 4 5 0 0 7 0 7 0 7 7 0 1 0 0 B 4 2 7 7 6 0 1 0 0 1 S 0 7 2 2 8 0 0 6 14 8 I 0 7 0 0 2 0 1 9 5 9 0 1 6 0 0 6 5 V 2 1 7 19 1 9 0 0 0 Y 7 2 7 4 4 4 0 7 5 7 5 0 9 0 W 9 0 2 0 6 1 5 5 1 0 0 0 4 9 N 4 0 0 6 0 1 A 1 7 1 11 19 9 9 0 K 6 0 9 6 7 0 4 0 0 0 7 0 S 2 7 0 7 0 0 0 Y A 6 7 2 2 8 0 6 L 5 7 0 0 0 1 9 E A 0 5 9 1 1 11 0 2 6 L 0 5 1 1 9 5 0 5 0 L 8 6 7 0 Y 0 0 5 7 0 5 O A 0 0 2 4 9 2 1 0 9 0 Y R W 7 8 1 1 6 0 0 A T 7 1 9 1 0 3 0 Y 9 1 7 5 E B 1 0 W T W P 1 1 0 7 5 V L 0 6 N 67 9 2 2 A A 0 9 N I 7 7 1 0 0 6 0 5 O D N 8 7 9 1 N 0 0 6 7 D 4 0 A R E 5 2 E 9 7 1 06 C 9 6 9 R 7 1 0 7 7 R 9 1 K E 0 9 0 V 1 1 2 0 9 H 6 6 6 F E 9 1 3 0 0 S V S 0 7 8 0 A 7 9 0 4 A 0 0 0 R T 1 0 7 7 0 1 0 0 0 A N A 9 0 2 5 0 7 7 1 0 R 0 0 0 L E 7 D 2 7 1 0 A T 7 0 0 0 0 2 7 8 0 D 0 0 6 0 A T T 0 5 1 1 6 9 9 5 7 K 2 8 0 N 1 1 0 7 9 S 9 0 6 A O 2 2 9 1 2 9 S I 0 9 3 0 7 1 7 5 T 6 0 0 0 6 W A LL 1 4 0 4 0 7 7 4 0 0 9 5 0 0 L E 7 0 0 8 2 5 0 0 1 7 5 0 1 0 0 0 0 6 1 A B 2 0 11 0 0 6 8 9 0 0 5 0 19 9 6 0 9 0 6 N 0 9 5 1 7 0 9 0 6 0 I 1 4 3 3 9 7 4 0 0 V 9 1 0 1 7 2 0 0 0 P Y 7 0 0 7 0 0 0 1 7 2 9 2 1 0 0 0 1 IK W 2 L 7 3 0 1 8 6 7 5 0 A 7 6 0 9 7 1 9 0 E N 1 8 0 2 8 6 A 0 T 9 9 8 5 7 0 0 K 42 7 1 5 9 3 0 N S 5 S 1 7 0 1 0 A 9 2 0 1 0 0 P R L O 7 0 0 0 0 6 I P 7 0 9 2 0 5 K A 2 4 0 7 1 0 S P 00 0 1 0 7 9 5 E T I 00 0 5 1 2 9 7 0 0 N 5 1 4 7 1 7 0 2 S 85 9 1 9 7 2 0 0 E E 00 7 6 7 9 0 0 T 8 7 7 1 1 1 0 0 LegVend 2 2 9 1 0 0 A P S 0 0 7 9 9 2 4 T 5 L 0 0 7 7 5 7 9 H I 8 P 4 19 9 2 7 5 6 K 3 2 7 2 0 2 4 0 T E 0 E 5 0 7 0 1 1 0 7 4 0 3 2 9 1 1 19 1 2 IK 26 4 0 7 9 2 7 1 H 7 9 0 19 0 7 7 5 7 0 7 P 4 0 7 9 1 2 7 2 5 IL 9 8 2 7 3 9 0 2 0 Parcels Adjacent to Tunnel 1 0 0 7 2 5 7 0 0 19 1 L 7 0 7 0 7 9 1 7 1 1 0 0 2 2 1 1 7 1 C 500 0 9 1 9 1 0 5 9 3 1 2 5 82 0 1 9 4 9 0 7 0 9 0 L 16 7 0 7 9 7 7 1 I 07 7 7 2 2 7 1 M 09 2 2 6 0 2 2 21 0 1 0 1 0 0 0 B 5 0 9 1 1 6 6 9 7 0 4 1 0 7 1 5 1 7 93 0 2 0 Parcels for Permanent Tieback Easement 9 0 0 5 9 2 0 5 1 0 1 9 0 197 7 0 3 9 2 72000 0 7 0 1 6 1 6 50 6 2 9 1 9 0 7 9 0 4 0 2 0 9 0 0 5 2 7 2 1 0 9 7 8 E 2 4 7 V 6 7 0 6 9 A 197620017 95 7 5 1 N 5 9 9 9 Parcels for Temporary Tieback Easement R 0 1 0 E E 2 0 1 0 T 0 00 2 5 V S 20 0 7 3 A E 6 0 7 0 7 5 9 1 H W 9 0 1 1 0 19 T 1 6 19 9 2 7 51 7 7 7 7 5 0 7 7 7 2 1 1 2 2 9 0 SR 99 Alignment 2 9 0 0 1 0 0 0 1 0 4 0 7 02 9 4 1 2 7 0 7 0 6 2 0 9 0 3 7 0 3 9 8 1 0 0 2 0 1 0 3 9 North/South Tunnel Access 0 7 0 0 7 0 7 0 V 2 2 4 0 6 IR 6 0 0 4 0 0 1 G 2 7 0 01 0 7 9 0 5 2 IN 0 1 6 0 7 1 0 4 7 IA 9 0 0 00 0 57 0 9 S 7 0 7 72 1 T Parcels for Fee Acquisition 6 0 19 1 2 05 97 9 0 01 0 1 7 0 0 2 P E 6 2 6 1 6 0 1 I V 2 4 L 7 1 0 9 N A 0 A 19 9 7 0 T 75 7 E 0 7 9 5 H 1 S 5 1 T O 1 7 S Parcels for Construction Easement 6 P 7 1 0 6 0 9 0 T S 7 9 0 T 0 7 6 5 6 E 00 7 5 0 W 0 4 7 5 00 0 0 1 0 A 5 0 9 0 4 6 7 R 9 6 T 0 1 5 5 1 6 9 5 7 Parcels for Subsurface Acquisition 0 S 1976200030 7 0 5 T 1 6 0 9 7 4 6 0 6 2 6 7 0 0 0 6 0 5 5 57 9 7 4 0 7 4 0 9 0 1 5 6 4 Bored Tunnel 5 6 7 5 00 0 0 6 5 57 0 05 P 97 0 0 1 7 IK E 0 75 19 E O V L A U 0 S I Edge of Pavement H N 8 T V T 05 E 7 IO 0 57 W N 7 19 A S 00 Y 00 Edge of Retained Fill T 00 65 60
0 100 200 400 91845 ³ 00000 Feet N
Right of Way Exhibit 3: Right of Way Impacts Map from University Street to Battery Street Legend NOB HILL AVE N E V A Parcels Adjacent to Tunnel C D L N A 2 Y C S E T D Parcels for Permanent Tieback Easement A R S T Parcels for Temporary Tieback Easement
E SR 99 Alignment V A D R 4TH AV 3 E N 4TH AVE N North/South Tunnel Access 4TH AVE N Parcels for Fee Acquisition Parcels for Construction Easement Parcels for Subsurface Acquisition Bored Tunnel V IN 5TH AVE N E S T E Edge of Pavement V A 1 9 H B 8 T R 8 4 T O 2
S A E0 dge of Retained Fill D 1 1 N S 5 T 5 H
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1991200 5 4 5 05 SB ON
1 5 0 2 W 5 0 5 5 0 0 6th AVE OPTION 2 2 A 0 1991200580 0 SB SR 99 0 199 0 L 120060 0 0 0 0 19912005 0 L 20 2 0 7 2 1991200495
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0 H 3 0 N 2 6 6 1991200695 1991 S B 0 2007 05 0 9 1 0 N A 7 1991200765 B 0
2 5 E T 0 9 O 0 19912 1 008 7 L T 0 9 45 1 0 7 F 0 N E 0 9 1 F 9 6 9 0 B R 4 199120 6 0795 0 Y 1 R 6 0 P 0 9 S 6 6 T 9 0 1 6 988 0 201 0 090 0 91200685 1991200650 5 1 19 8 1991200730 OPT. 2 9 5 0 199120 1 081 034 5 1991200800 0 00
0 7 69 1 0 0 9 6 88 9 20 6 0697000355 1
0 1 BATTERY ST TUNNEL SB 75 AURORA AVE N E V AURORA AVE 5 A 0 1 H 0 T 0 NB OFF
0 0 0 6 5
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1 1 8 12 U 1991200870 2 B 6 R 0 0 O 1 U
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Right of Way Exhibit 4: Right of Way Impacts Map from Battery Street to Roy Street
1 ATTACHMENT B
2 Cumulative Effects Analysis
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1 CUMULATIVE EFFECTS ANALYSIS 2 This cumulative effects analysis follows Guidance on Preparing Cumulative Impact 3 Analyses, published by Washington State Department of Transportation (WSDOT) 4 in February 2008. The guidance document was developed jointly by WSDOT, 5 Federal Highway Administration (FHWA) – Washington Division, and U.S. 6 Environmental Protection Agency – Region 10. The guidance can be used for 7 FHWA’s National Environmental Policy Act (NEPA) compliance (Code of Federal 8 Regulations 23 CFR 771) and fulfillment of Washington State Environmental 9 Policy Act (SEPA) requirements for evaluation of cumulative effects (Washington 10 Administrative Code [WAC] 197-11-792). 11 The approach provided in the WSDOT guidance calls for early consideration of 12 cumulative impacts while direct and indirect effects are being identified, 13 preferably as part of the scoping process. For analysis, the guidance recommends 14 the use of environmental documents such as discipline reports, as well as other 15 relevant information such as local comprehensive plans, zoning, recent building 16 permits, and interviews with local government. The guidance also advocates a 17 partnership approach among agencies that includes early collaboration and 18 integrated planning activities. 19 The guidance established eight steps to serve as guidelines for identifying and 20 assessing cumulative impacts. These eight steps have been used in the following 21 cumulative effects evaluation for the Bored Tunnel Alternative of the Alaskan 22 Way Viaduct Replacement Project (the project). A matrix that identifies projects 23 with the potential for cumulative effects with this project and an assessment of 24 likely contributions to cumulative effects is also included. 25 Step 1. Identify the resource that may have cumulative impacts to consider in 26 the analysis 27 Land use 28 Step 2. Define the study area and timeframe for the affected resource 29 The study area for land use comprises the urban environment of downtown 30 Seattle that is generally bounded by Interstate 5 (I-5) to the east and Elliott Bay to 31 the west. The southern boundary is S. Atlantic Street and the northern boundary 32 is Valley Street. This area covers the proposed construction areas surrounding 33 the south and north termini of the bored tunnel, and other roadway and non- 34 roadway elements of the Alaskan Way Viaduct and Seawall Replacement 35 Program (the Program). 36 The timeframe for the affected resource discussion is from 1980 to the present. 37 The timeframe for construction-related (temporary) impacts is the approximately
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-1 Supplemental Draft EIS
1 5.5-year construction duration for the Bored Tunnel Alternative (2011–2017). 2 After construction, the timeframe for operational impacts is from the year of 3 opening (2017) to the design year of the project (2030). 4 Step 3. Describe the current health and historical context for each affected 5 resource 6 In general, historic land use patterns have persisted since around 1900: 7 commercial and industrial development to support both marine and land-based 8 shipping via ships and trains in the south portal area (Seattle’s south and central 9 waterfront) and a commercial core with retail and some residential uses to the 10 north. Located just north of the commercial core are mixed uses with some 11 businesses and residential with restaurants, and the area farther north is 12 predominantly residential uses, with small supporting retail and commercial uses 13 in the north portal area. 14 The development activity and overall land use characteristics in the study area 15 continue to evolve from primarily employment-related uses to a major center for 16 tourism, retail shopping, meeting and convention activities, and entertainment. 17 Continuing long-term trends, downtown Seattle’s land use character is a 18 relatively dense and growing Urban Center, the largest in the Pacific Northwest. 19 The downtown area has continued to evolve from a predominantly commercial 20 office and retail center to a more diverse character that includes numerous 21 residential uses, shopping, convention and meeting facilities, tourism, and 22 entertainment-oriented uses. 23 Within the study area, there has been an increased emphasis on providing more 24 residential opportunities and better livability, placing residents close to jobs and 25 amenities. According to the Downtown Seattle Association, in 2009 there were 26 several residential development projects under construction or scheduled to begin 27 construction (Downtown Seattle Association 2009). 28 The area south of Seattle’s Commercial Core includes the areas of Pioneer Square, 29 the Stadium Transition Area Overlay District, and the Greater Duwamish 30 Manufacturing and Industrial Center (MIC). Land uses in Pioneer Square are 31 primarily tourism, services, and residential. The Stadium Transition Area 32 Overlay District and the First Avenue S. corridor are a mix of industrial and 33 commercial uses, consistent with City policies. This area generally trends toward 34 increased diversity with the presence of commercial uses mixed with warehouse 35 and industrial-oriented uses. 36 Infill and redevelopment trends in the past few years are mostly related to office 37 and residential high-rise development in Belltown and the Denny Triangle. This 38 has increased residential densities in Belltown with a general pattern of office core 39 infill and continuing the growth of the downtown office core outward. Similarly,
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-2 Supplemental Draft EIS
1 infill development has occurred within the Pioneer Square neighborhood as part 2 of an overall downtown growth trend. South of the Commercial Core, the trend 3 has included occasional development projects that involve filling in available 4 vacant parcels and remodeling existing buildings in Pioneer Square and along the 5 First Avenue S. corridor. However, recent economic conditions have brought 6 most short-term development prospects to a halt. 7 The South Lake Union neighborhood in the northernmost portion of the study 8 area has experienced substantial redevelopment in the last decade, with an 9 increasing number of biotechnology and high-technology companies locating in 10 this area. Redevelopment along the Mercer corridor has also begun in the last 11 few years, and efforts continue toward economic development in the South Lake 12 Union neighborhood through several redevelopment projects planned along this 13 corridor. 14 The City of Seattle has made ongoing efforts to continue the planning process for 15 several of the neighborhoods located south of downtown Seattle. This planning 16 process has resulted in the identification of City land use actions that may result 17 in a more livable community by encouraging residential and job-related 18 development in appropriate ways and by balancing local and regional uses while 19 respecting the rich culture and history of the area. 20 Step 4. Identify the direct and indirect impacts that may contribute to a 21 cumulative impact 22 The potential to induce growth would be minor. The Bored Tunnel Alternative is 23 not expected to be a major catalyst to future growth. Large-scale redevelopment, 24 as a direct or indirect result, is not likely, but this alternative would support 25 planned future growth as identified in Seattle’s Comprehensive Plan. Planning 26 efforts for the neighborhood areas will also help determine the direction of future 27 growth and land uses in the study area. 28 The Bored Tunnel Alternative’s two south portal area options would define new 29 blocks of property that would be available for future development under the 30 City’s existing Industrial Commercial land use zone. The future development of 31 this property would be required to be consistent and compatible with existing 32 land use plans and is not expected to influence development activity or trends in 33 the Pioneer Square or Greater Duwamish MIC neighborhoods. 34 Future development in the area from which the viaduct would be removed would 35 likely occur in the form of modest expansions of existing buildings on the east 36 side of Alaskan Way. In addition, changes would occur in the relationship 37 between the waterfront and upland properties leading to the downtown core. To 38 the extent that the existing viaduct has been viewed as a physical barrier to 39 waterfront uses, new development on vacant or under-used property or
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-3 Supplemental Draft EIS
1 redevelopment may take place around the new Alaskan Way surface street. No 2 development within this right-of-way is proposed as part of the Bored Tunnel 3 Alternative. To the extent that the existing viaduct has been perceived as a 4 barrier, removal of the viaduct could increase the potential for pedestrian traffic 5 between downtown and the waterfront. The connections between core 6 commercial, office, retail, and service uses downtown and the waterfront would 7 likely be increased. 8 Many of the daily commuters now using SR 99 and the viaduct live in 9 neighborhoods north and south of downtown, such as Ballard, Fremont, 10 Greenwood, West Seattle, White Center, and Georgetown. For these commuters, 11 the viaduct offers a convenient route either to downtown or around the city 12 without using I-5. Because the Bored Tunnel Alternative would change access to 13 downtown for some trips, it may have an influence on growth in neighborhoods 14 where the area’s desirability is in part enhanced by the ease of access to 15 downtown Seattle. 16 Indirect effects would result from a permanent loss of on-street and off-street 17 parking. The loss of parking would result in less convenient access to businesses 18 by patrons and would represent an adverse effect. Other indirect effects would 19 include the disposal of construction spoils. Spoils from the bored tunnel and 20 portal excavations are proposed to be transported to an off-site disposal location, 21 such as the Mats Mats Quarry, near Port Ludlow, Washington. The Mats Mats 22 Quarry is one of the largest rock quarries in Jefferson County. 23 Step 5. Identify other historic, current, or reasonably foreseeable actions that 24 may affect resources 25 The project team identified 39 projects (shown in the matrix at the end of this 26 attachment) that may have a cumulative effect on land use in Seattle. None of the 27 39 projects would have a negative cumulative effect on land use. The following 28 21 projects were determined to have a beneficial cumulative effect. 29 • A1. Alaskan Way Surface Street Improvements – S. King Street to Pike 30 Street 31 • A2. Elliott/Western Connector – Pike Street to Battery Street 32 • A3. Mercer West Project – Mercer Street becomes two-way from Fifth 33 Avenue N. to Elliott Avenue, and Roy Street becomes two-way from 34 Aurora Avenue to Queen Anne Avenue N. 35 • B2. Alaskan Way Promenade 36 • B3. Transit Enhancements – (1) Delridge RapidRide and (2) additional 37 service hours on West Seattle and Ballard RapidRide lines
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-4 Supplemental Draft EIS
1 • B4. First Avenue Streetcar Evaluation 2 • C1. S. Holgate Street to S. King Street Viaduct Replacement Project 3 • C2. Transportation Improvements to Minimize Traffic Effects During 4 Construction 5 • F1. Bridging the Gap Projects 6 • F4. Mercer East Project from Dexter Avenue N. to I-5 7 • F5. SR 519 Intermodal Access Project, Phase 2 8 • H1. First Hill Streetcar 9 • H2. Sound Transit University Link Light Rail Project 10 • H3. RapidRide 11 • H4. Sound Transit North Link Light Rail 12 • H5. Sound Transit East Link Light Rail 13 • H6. Washington State Ferries Seattle Terminal Improvements 14 • I2. Sound Transit Phases 1 and 2 15 • I3. Other Transit Improvements 16 • J1. Sound Transit Central Link Light Rail (including the Sea-Tac Airport 17 extension) 18 • J2. South Lake Union Streetcar 19 Step 6. Assess potential cumulative impacts to the resource; determine the 20 magnitude and significance 21 Construction effects of the projects would include the following temporary 22 effects: 23 • Noise, dust, and traffic congestion would increase in the general areas 24 where construction would occur. 25 • Construction-related detours, closures, and traffic congestion would cause 26 changes in mobility on project area streets. It is expected that temporary 27 roadway closures would result in redistribution of traffic to nearby streets 28 throughout the study area. 29 • Traffic congestion could be a temporary inconvenience for those traveling 30 to and from the Seattle Ferry Terminal at Colman Dock and businesses 31 along the waterfront. 32 • Increased truck traffic along the E. Marginal Way S. haul route could 33 result in travel delays for north-south traffic and could result in traffic
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-5 Supplemental Draft EIS
1 congestion at the points of vehicle access to the marine cargo area of 2 Terminal 46 and Colman Dock. Use of E. Marginal Way S. as a haul route 3 also could affect other marine, industrial, and water-dependent uses west 4 of E. Marginal Way S., including Terminals 25 and 30. In addition, access 5 to the U.S. Coast Guard facility at Pier 36 and existing business locations 6 between Pier 36 and Terminal 30 could be affected. 7 • Access to residential buildings and businesses abutting construction 8 would be reconfigured or changed. 9 There could be a lot of simultaneous construction activity occurring in the same 10 areas in which the Alaskan Way Viaduct Replacement Project is being 11 constructed. Construction-related detours, closures, and traffic congestion would 12 cause changes in mobility on project area streets. Residents would experience 13 some degree of inconvenience, and businesses would experience disruption in the 14 flow of customers, employees, and the delivery or shipment of materials and 15 supplies. 16 The loss of parking, especially on-street short-term parking, could affect 17 convenient access to land uses. In addition, transit service could be adversely 18 affected by construction-related detours. The magnitude of effects would vary 19 during each stage of construction. 20 Step 7. Report the results 21 The cumulative effects would be highly localized around the area of direct effects. 22 However, there would be no significant cumulative effect on land use in most of 23 the study area. In addition, improvements to the roadway network should have a 24 net positive effect on land use in the study area, with improved connections from 25 the waterfront to downtown, the Pike Place Market, and historic Pioneer Square. 26 The traveling public would benefit through improved accessibility to land uses 27 for employees, customers, and residents in the study area. 28 Step 8. Assess and discuss potential mitigation issues for all adverse impacts 29 After construction, the overall effects on land use would be positive. No 30 mitigation is proposed for the cumulative effects. 31 The following matrix identifies project-specific potential cumulative effects.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-6 Supplemental Draft EIS
1 PROJECT-SPECIFIC CUMULATIVE EFFECTS MATRIX PROJECT POTENTIAL CUMULATIVE EFFECTS A. Roadway Elements A1. Alaskan Way Surface Street Beneficial effect. Would increase accessibility to Improvements – S. King Street to land uses in the study area. Pike Street A2. Elliott/Western Connector – Beneficial effect. Would increase accessibility to Pike Street to Battery Street land uses in the study area. A3. Mercer West Project – Mercer Street Beneficial effect. Would increase accessibility to becomes two-way from Fifth Avenue N. land uses in the study area. to Elliott Avenue, and Roy Street becomes two-way from Aurora Avenue to Queen Anne Avenue N. B. Non-Roadway Elements B1. Elliott Bay Seawall Replacement No effect. Not of a size or scale to have an effect on Project land use in the study area. B2. Alaskan Way Promenade/Public Space Beneficial effect. Would enhance connections to surrounding land uses, primarily along the waterfront, by providing increased space and linkages for pedestrians and bicycles. B3. Transit Enhancements – Beneficial effect. Would enhance connections to 1) Delridge RapidRide surrounding land uses. 2) Additional service hours on West Seattle and Ballard RapidRide lines 3) Peak hour express routes added to South Lake Union and Uptown 4) Local bus changes to several West Seattle and northwest Seattle routes 5)Transit priority on S. Main and/or S. Washington Streets between Alaskan Way and Third Avenue 6) Simplification of the electric trolley system B4. First Avenue Streetcar Evaluation Beneficial effect. Would enhance connections to surrounding land uses. C. Projects Under Construction C1. S. Holgate Street to S. King Street Beneficial effect. Would increase accessibility to Viaduct Replacement Project land uses in the study area. C2. Transportation Improvements to Beneficial effect. Would help maintain accessibility Minimize Traffic Effects During to land uses in the study area. Construction D. Completed Projects D1. SR 99 Yesler Way Vicinity Foundation No effect. Not of a size or scale to have an effect on Stabilization (Column Safety Repairs) land use in the study area.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-7 Supplemental Draft EIS PROJECT-SPECIFIC CUMULATIVE EFFECTS MATRIX (CONTINUED)
PROJECT POTENTIAL CUMULATIVE EFFECTS D2. S. Massachusetts Street to Railroad No effect. Not of a size or scale to have an effect on Way S. Electrical Line Relocation Project land use in the study area. (Electrical Line Relocation Along the Viaduct’s South End) E. Seattle Planned Urban Development E1. Gull Industries on First Avenue S. No effect. Not of a size or scale to have an effect on land use in the study area. E2. North Parking Lot Development at No effect. Not of a size or scale to have an effect on Qwest Field land use in the study area. E3. Seattle Center Master Plan (EIS) No effect. Not of a size or scale to have an effect on (Century 21 Master Plan) land use in the study area. E4. Bill and Melinda Gates Foundation No effect. Will be completed before bored tunnel Campus Master Plan construction begins. E5. South Lake Union Redevelopment No effect. Likely to occur incrementally in response to market demands. E6. U.S. Coast Guard Integrated Support No effect. Not of a size or scale to have an effect on Command land use in the study area. E7. Seattle Aquarium and Waterfront Park No effect. Not of a size or scale to have an effect on land use in the study area. E8. Seattle Combined Sewer System No effect. Not of a size or scale to have an effect on Upgrades land use in the study area. F. Local Roadway Improvements F1. Bridging the Gap Projects Beneficial effect. Would help maintain accessibility to land uses in the study area. F2. S. Spokane Street Viaduct Widening No effect. Outside the geographic study area where impacts may be anticipated. F3. SR 99/East Marginal Way Grade No effect. Outside the geographic study area where Separation impacts may be anticipated. F4. Mercer East Project from Dexter Beneficial effect. Would increase accessibility to Avenue N. to I-5 land uses in the study area. F5. SR 519 Intermodal Access Project, Beneficial effect. Would increase accessibility to Phase 2 land uses in the study area. G. Regional Roadway Improvements G1. I-5 Reconstruction No effect. Outside the geographic study area where impacts may be anticipated. G2. SR 520 Bridge Replacement and HOV No effect. Outside the geographic study area where Program impacts may be anticipated. G3. I-405 Corridor Program No effect. Outside the geographic study area where impacts may be anticipated. G4. I-90 Two-Way Transit and HOV No effect. Outside the geographic study area where Operations, Stages 1 and 2 impacts may be anticipated.
SR 99: Alaskan Way Viaduct Replacement Project October 2010 Land Use Discipline Report – Attachment B B-8 Supplemental Draft EIS PROJECT-SPECIFIC CUMULATIVE EFFECTS MATRIX (CONTINUED)
PROJECT POTENTIAL CUMULATIVE EFFECTS H. Transit Improvements H1. First Hill Streetcar Beneficial effect. Would enhance connections to surrounding land uses along route. H2. Sound Transit University Link Light Beneficial effect. Would enhance connections to Rail Project land uses in downtown Seattle. H3. RapidRide Beneficial effect. Would enhance connections to land uses in downtown Seattle. H4. Sound Transit North Link Light Rail Beneficial effect. Would enhance connections to land uses in downtown Seattle. H5. Sound Transit East Link Light Rail Beneficial effect. Would enhance connections to land uses in downtown Seattle. H6. Washington State Ferries Seattle Beneficial effect. Would enhance connections to Terminal Improvements land uses in downtown Seattle. I. Transportation Network Assumptions I1. HOV Definition Changes to 3+ No effect. Outside the geographic study area where Throughout the Puget Sound Region impacts may be anticipated. I2. Sound Transit Phases 1 and 2 Beneficial effect. Would enhance connections to land uses near stations in downtown Seattle. I3. Other Transit Improvements Beneficial effect. Would enhance connections to surrounding land uses. J. Completed but Relevant Projects J1. Sound Transit Central Link Light Rail Beneficial effect. Would enhance connections to (including the Sea-Tac Airport surrounding land uses near stations in downtown extension) Seattle. J2. South Lake Union Streetcar Beneficial effect. Would enhance connections to surrounding land uses along route. 1
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