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SR 520 Bridge Replacement and HOV Project Draft EIS Appendix O Recreation Discipline Report
SR 520 Bridge Replacement and HOV Project Draft EIS
Recreation Discipline Report
Prepared for Washington State Department of Transportation Federal Highway Administration Sound Transit
Lead Author CH2M HILL
Consultant Team Parametrix, Inc. CH2M HILL Parsons Brinckerhoff Michael Minor and Associates
April 5, 2005
SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Contents
List of Exhibits...... iii Acronyms and Abbreviations...... v
Introduction...... 1 Why are recreational facilities considered in an EIS?...... 1 What are the key points of this report? ...... 2 What are the project alternatives?...... 3 Affected Environment...... 8 How was the information for recreation facilities collected?...... 8 What are the recreational facilities and what are their characteristics?...... 8 Potential Effects of the Project...... 18 What methods were used to evaluate the project’s potential effects?...... 18 What types of effects were evaluated? ...... 19 How would the project alternatives affect parklands? ...... 19 How would project construction temporarily affect recreational facilities?...... 47 How would the alternatives differ in their effects on recreational facilities? ...... 50 Mitigation...... 51 What has been done to avoid or minimize adverse effects on recreational facilities?...... 51 How could the project compensate for unavoidable adverse effects on recreational facilities?...... 52 References and Bibliography...... 56
List of Exhibits
1 Project Vicinity Map 2 No Build Alternative 3 4-Lane Alternative 4 6-Lane Alternative 5 Recreational Facilities Located in the Project Area 6 Parks, Recreation Areas, and Open Spaces in the Seattle Project Area 7 Parks, Recreation Areas, and Open Spaces in the Eastside Project Area 8 Affected Parklands in the Seattle Project Area – 4-Lane Alternative
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9 4-Lane Alternative, Bagley Viewpoint 10 4-Lane Alternative, McCurdy and East Montlake Parks 11 Existing and Proposed Trails in McCurdy Park, East Montlake Park, and Washington Park Arboretum 12 4-Lane Alternative, Washington Park Arboretum 13 View of Arboretum Trail 14 Affected Parklands in the Seattle Project Area – 6-Lane Alternative 15 6-Lane Alternative, Bagley Viewpoint 16 6-Lane Alternative, McCurdy and East Montlake Parks 17 6-Lane Alternative, Washington Park Arboretum 18 Affected Parklands in the Eastside Project Area – 4-Lane Alternative 19 View Toward SR 520 from Points Loop Trail 20 Affected Parklands in the Eastside Project Area – 6-Lane Alternative 21 6-Lane Alternative, Fairweather Park 22 6-Lane Alternative, Wetherill Park 23 Differences in Effects Between the 4-Lane and 6-Lane Alternatives 24 Proposed Mitigation for Construction Effects for the 4-Lane and 6-Lane Alternatives
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Acronyms and Abbreviations
dBA decibel (A-weighted scale)
EIS Environmental Impact Statement
HOV high-occupancy vehicle
IAC Interagency Committee for Outdoor Recreation
MOHAI Museum of History and Industry mph miles per hour
NOAA National Oceanic and Atmospheric Administration
WSDOT Washington State Department of Transportation
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SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Introduction
Why are recreational facilities considered in an EIS?
The project area is situated close to many recreational facilities in Seattle and Eastside communities. The facilities vary in size, type, and This discipline report does not discuss the Lake function. Recreational facilities are discussed in this EIS because of their Washington area because importance to the quality of life of these communities. Perhaps Seattle’s there are no recreational Parks and Recreation Plan (City of Seattle 2000) best describes this facilities in the lake. importance when it states that,
“A recreational facility system is diverse and woven into the fabric of Seattle’s neighborhoods. It is an integral part of everyday life within our city. The system contributes significantly to the city’s identity, stability, urban design and network of public services. It promotes the physical, mental, social, and spiritual well being of our citizens. The condition of the park and recreation system reflects the city’s health and is essential to our quality of life.” Recreational facilities in the project area are generally owned or maintained by the parks and recreation departments of Seattle, Medina, Hunts Point, Clyde Hill, Yarrow Point, Kirkland, and Bellevue. The Washington State Department of Transportation (WSDOT), Seattle Department of Transportation, and the University of Washington also own and maintain property used for recreational purposes in the project area.
Federal and local regulations specifically protect parklands. Section 4(f) of the Department of Transportation Act of 1966 (23 USC 138) prohibits the Federal Highway Administration (FHWA) from approving a project or program that uses land from a significant public park, recreation area, wildlife or waterfowl refuge, or historic site, except if:
• There is no feasible and prudent alternative to the use of the land.
• The project includes all possible planning to minimize harm to the property.
Section 4(f) mandates that special efforts must be made to “preserve the natural beauty of the countryside and public park and recreation lands, wildlife and waterfowl refuges, and historic sites.” In addition, because federal funds granted through Section 6(f) of the U.S. Land and Water Conservation Act (administered through the State Interagency
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Committee [IAC] for Outdoor Recreation) have been used to acquire or develop recreational facilities in the project area, all practical alternatives to the project element that would affect that facility must be evaluated. See Appendix P, Section 4(f) Resources Evaluation, for an evaluation of alternatives and special efforts to preserve parklands.
Seattle parklands are further protected under Seattle Ordinance 118477 (which adopted Initiative 42), enacted in February 1997. This ordinance specifies that all lands and facilities held now or in the future by the city of Seattle for parks and recreational purposes, whether designated as park, boulevard, or open space, must be preserved for such use. This land or facility may not be sold, transferred, or changed from park use to another use unless the city receives in exchange land or a facility of equivalent or better size, value, location, and usefulness. The exchanged land or facility must also continue to serve the same community and to function as a park and/or recreational facility. The Seattle City Council must determine whether an exchange is necessary and that no other reasonable alternative is available.
Some of the parks located in Seattle are part of the Olmsted Plan for Seattle’s Parks, Boulevards, and Playgrounds. Designation as part of the Olmsted Plan heightens the historic and cultural importance of the resource to the surrounding community and to the city as a whole. Even Washington Park Arboretum Trail System though no regulatory importance is attached to The trail system is part of the Olmsted Plan for Seattle's Parks, Boulevards, and Playgrounds. this designation, Seattle’s Parks and Recreation Plan (City of Seattle 2000) demonstrates the city’s intention to preserve and enhance Olmsted park and boulevard resources as key elements of the citywide parks system.
What are the key points of this report?
A total of 17 recreational facilities are located along the project corridor in Seattle and the Eastside. In Seattle, portions of Bagley Viewpoint, Montlake Playfield (submerged land), McCurdy Park, East Montlake Park, and the Washington Park Arboretum (Arboretum) would be acquired under both the 4-Lane and 6-Lane Alternatives. Under the 4-Lane Alternative, 6.51 acres of parkland and under the 6-Lane Alternative, 6.64 acres of parkland would be initially acquired. The Museum of History and Industry (MOHAI) building also would be
RECREATION_040505.DOC 2 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report acquired and demolished under either build Total Acreage Acquired/Returned in the Project Area alternative. After 4-Lane 6-Lane construction, 4.55 acres Alternative 4-Lane Alternative 6-Lane Initial Alternative Initial Alternative (4-Lane Alternative) and Acquisition Returned Acquisition Returned 2.97 acres (6-Lane Seattle 6.51 acres 4.55 acres 6.64 acres 2.97 acres Alternative) of McCurdy Eastside — — — — Park, East Montlake Park, Total 6.51 acres* 4.55 acres 6.64 acres* 2.97 acres and Washington Park Arboretum could be *Does not include Montlake Playfield submerged land. returned to recreational use. In the Eastside project area, Fairweather Park and Wetherill Park would be directly affected only under the 6-Lane Alternative. Temporary construction easements on 0.30 acre of parkland would be acquired to reconstruct sections of the Points Loop Trail in the two parks.
WSDOT would coordinate with each jurisdiction in which parklands are affected to identify appropriate mitigation measures that are consistent with all local, state, and federal plans and policies.
What are the project alternatives?
The SR 520 Bridge Replacement and HOV Project area comprises neighborhoods in Seattle from I-5 to the Lake Washington shore, Lake Washington, and Eastside communities and neighborhoods from the Lake Washington shore to 124th Avenue Northeast just east of I-405. Exhibit 1 shows the general location of the project. Neighborhoods and communities in the project area are:
• Seattle neighborhoods—Portage Bay/Roanoke, North Capitol Hill, Montlake, University District, Laurelhurst, and Madison Park
• Eastside communities and neighborhoods—Medina, Hunts Point, Clyde Hill, Yarrow Point, Kirkland (the Lakeview neighborhood), and Bellevue (the North Bellevue, Bridle Trails, and Bel- Red/Northup neighborhoods)
The SR 520 Bridge Replacement and HOV Project Draft EIS evaluates the following three alternatives and one option:
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• No Build Alternative
• 4-Lane Alternative − Option with pontoons without capacity to carry future high capacity transit • 6-Lane Alternative
Each of these alternatives is described below. For more information, see the Description of Alternatives and Construction Techniques Report contained in Appendix A of this EIS.
What is the No Build Alternative? All EISs provide an alternative to assess what would happen to the environment in the future if nothing were done to solve the project’s identified problem. This alternative, called the No Build Alternative, means that the existing highway would remain the same as it is today (Exhibit 2). The No Build Alternative provides the basis for measuring and comparing the effects of all of the project’s build alternatives.
This project is unique because the existing SR 520 bridges may not remain intact through 2030, the project’s design year. The fixed spans of the Portage Bay and Evergreen Point bridges are aging and are vulnerable to earthquakes; Exhibit 1. Project Vicinity Map the floating portion of the Evergreen Point Bridge is vulnerable to wind and waves.
In 1999, the Washington State Department of Transportation (WSDOT) estimated the remaining service life of the Evergreen Point Bridge to be 20 to 25 years based on the existing structural integrity and the likelihood of severe windstorms. The floating portion of the Evergreen Point Bridge was originally designed for a sustained wind speed of 57.5 miles per hour (mph), and was rehabilitated in 1999 to withstand sustained winds of up to 77 mph. The current WSDOT design standard for bridges is to withstand a sustained wind speed of 92 mph. In order to bring the Evergreen Point Bridge up to current design standards to withstand at least 92 mph winds, the floating portion must be completely replaced.
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The fixed structures of the Portage Bay and Evergreen Point bridges do not meet current seismic design standards because the bridge is supported on hollow-core piles. These hollow- core piles were not designed to withstand a large earthquake. They are difficult and cost prohibitive to retrofit to current seismic standards.
If nothing is done to replace the Portage Bay and Evergreen Point bridges, there is a high Exhibit 2. No Build Alternative probability that both structures could fail and become unusable to the public before 2030. WSDOT cannot predict when or how these structures would fail, so it is difficult to determine the actual consequences of doing nothing. To illustrate what could happen, two scenarios representing the extremes of what is possible are evaluated as part of the No Build Alternative. These are the Continued Operation and Catastrophic Failure scenarios.
Under the Continued Operation Scenario, SR 520 would continue to operate as it does today as a 4-lane highway with nonstandard shoulders and without a bicycle/pedestrian path. No new facilities would be added and no existing facilities (including the unused R.H. Thompson Expressway Ramps near the Arboretum) would be removed. WSDOT would continue to maintain SR 520 as it does today. This scenario assumes the Portage Bay and Evergreen Point bridges would remain standing and functional through 2030. No catastrophic events (such as earthquakes or high winds) would be severe enough to cause major damage to the SR 520 bridges. This scenario is the baseline the EIS team used to compare the other alternatives.
In the Catastrophic Failure Scenario, both the Portage Bay and Evergreen Point bridges would be lost due to some type of catastrophic event. Although in a catastrophic event, one bridge might fail while the other stands, this Draft EIS assumes the worst-case scenario—that both bridges would fail. This scenario assumes that both bridges would be seriously damaged and would be unavailable for use by the public for an unspecified length of time.
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What is the 4-Lane Alternative? The 4-Lane Alternative would have four lanes (two general purpose lanes in each direction), the same number of lanes as today (Exhibit 3). SR 520 would be rebuilt from I-5 to Bellevue Way. Both the Portage Bay and Evergreen Point bridges would be replaced. The bridges over SR 520 would also be rebuilt. Roadway shoulders would meet current standards (4-foot inside shoulder and 10-foot outside shoulder). A 14-foot-wide bicycle/pedestrian path would be built along the north side of SR 520 through Montlake, across the Evergreen Point Bridge, and along the south side of SR 520 through Medina, Hunts Point, Clyde Hill, and Yarrow Point to 96th Avenue Northeast, connecting to Northeast Points Drive. Sound walls would be built along much of SR 520 in Seattle and the Eastside. This alternative also includes stormwater treatment and electronic toll collection.
Exhibit 3. 4-Lane Alternative
The floating bridge pontoons of the Evergreen Point Bridge would be sized to carry future high-capacity transit. An option with smaller pontoons that could not carry future high-capacity transit is also analyzed. The alternative does not include high-capacity transit.
A bridge operations facility would be built underground beneath the east roadway approach to the bridge as part of the new bridge abutment. A dock to moor two boats for maintenance of the Evergreen Point Bridge would be located under the bridge on the east shore of Lake Washington.
A flexible transportation plan would promote alternative modes of travel and increase the efficiency of the system. Programs include
RECREATION_040505.DOC 6 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report intelligent transportation and technology, traffic systems management, vanpools and transit, education and promotion, and land use as demand management.
What is the 6-Lane Alternative? The 6-Lane Alternative would include six lanes (two outer general purpose lanes and one inside HOV lane in each direction; Exhibit 4). SR 520 would be rebuilt from I-5 to 108th Avenue Northeast in Bellevue, with an auxiliary lane added on SR 520 eastbound east of I-405 to 124th Avenue Northeast. Both the Portage Bay and Evergreen Point bridges would be replaced. Bridges over SR 520 would also be rebuilt. Roadway shoulders would meet current standards (10-foot- wide inside shoulder and 10-foot-wide outside shoulder). A 14-foot- wide bicycle/ pedestrian path would be built along the north side of SR 520 through Montlake, across the Evergreen Point Bridge, and along the south side of SR 520 through the Eastside to 96th Avenue Northeast, connecting to Northeast Points Drive. Sound walls would be built along much of SR 520 in Seattle and the Eastside. This alternative would also include stormwater treatment and electronic toll collection.
Exhibit 4. 6-Lane Alternative
This alternative would also add five 500-foot-long landscaped lids to be built across SR 520 to help reconnect communities. These communities are Roanoke, North Capitol Hill, Portage Bay, Montlake, Medina, Hunts Point, Clyde Hill, and Yarrow Point. The lids are located at 10th Avenue East and Delmar Drive East, Montlake Boulevard, Evergreen Point Road, 84th Avenue Northeast, and 92nd Avenue Northeast.
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The floating bridge pontoons of the Evergreen Point Bridge would be sized to carry future high-capacity transit. The alternative does not include high-capacity transit.
A bridge operations facility would be built underground beneath the east roadway approach to the bridge as part of the new bridge abutment. A dock to moor two boats and maintain the Evergreen Point Bridge would be located under the bridge on the east shore of Lake Washington.
A flexible transportation plan would promote alternative modes of travel and increase the efficiency of the system. Programs would include intelligent transportation and technology, traffic systems management, vanpools and transit, education and promotion, and land use as demand management.
Affected Environment
How was the information for recreation facilities collected?
The recreation discipline team collected site-specific information about the type and function of each potentially affected recreational facility in the project area. We collected and reviewed current park plans and maps to identify plans for proposed property acquisitions, expansions, and improvements. The primary sources of this information were the cities of Seattle, Medina, Hunts Point, Clyde Hill, Yarrow Point, Kirkland, and Bellevue. We contacted staff from the parks and recreation departments of these cities to collect additional data.
Recreational facilities in the project area include those within 500 feet of the proposed highway footprint. The presumption is that any recreational facility within 500 feet could potentially be affected by an alternative, either through acquisition or other effects related to proximity to the project.
What are the recreational facilities and what are their characteristics?
In all, 17 recreational facilities were identified in the project area. Exhibit 5 lists these facilities grouped by geographical area, noting the size, type, function, facilities, and any unique features (i.e., historic
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Exhibit 5. Recreational Facilities Located in the Project Area
Type and/or IAC Name of Resource Size Function Facilities Unique Features Funds Seattle Harvard-Miller/Roanoke Annex 0.1 acre Street triangle None None No Roanoke Park 2.2 acres Neighborhood Trails, lawns, play area, Incorporated into the Olmsted Plan for Seattle's No 950 East Roanoke Street park picnic tables Parks, Boulevards, and Playgrounds; a significant and contributing resource in the Roanoke Park Historic District Bagley Viewpoint 0.15 acre Viewpoint park Bench and parking View of Portage Bay No 2548 Delmar Drive East Interlaken Park/Boulevard 51.7 acres Regional park Trails Woods No Interlaken Boulevard, 11th Avenue/Lake Washington Boulevard Montlake Playfield 27.0 acresa Neighborhood Play areas, trails, picnic No 1618 East Calhoun Street park tables, tennis courts, community center Montlake Playfield Submerged Land 6.8 acres NA NA Submerged land in Portage Bay that was part of NA the original playfield Bill Dawson Trail (Montlake Bike Path) Connecting None None No From Montlake Playfield, under SR 520 to bike path south side of National Oceanic and Atmospheric Administration (NOAA) facility McCurdy Park 1.5 acres Neighborhood Trails, waterfront, picnic Includes southern half of the MOHAI building No 2161 East Hamlin Street park tables East Montlake Park 7.1 acres Neighborhood Trails Includes northern half of the MOHAI building No 2802 East Park Drive East waterfront park Washington Park Arboretum 193.3 acres Arboretum Trails, Japanese Garden, Part of the Olmsted Plan for Seattle Parks, No for Between the Washington Park Playfield and Graham Visitors Center, Boulevards, and Playgrounds; contains historic park; yes East Madison Street on the south, and Union outdoor shelters, lookout Wilcox footbridge; includes the Arboretum for Bay and SR 520 on the north gazebo, plant collection Waterfront Trail, which connects East Montlake Arboretum Park to Washington Park Arboretum Waterfront Trail Lake Washington Boulevard 116.0 acres Historic boulevard Biking, trails, picnic tables Part of the Olmsted Plan for Seattle Parks, No From Montlake Boulevard to Seward Park along Lake Washington Boulevards, and Playgrounds
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Exhibit 5. Recreational Facilities Located in the Project Area
Type and/or IAC Name of Resource Size Function Facilities Unique Features Funds
Montlake Boulevard -- Historic boulevard, None Part of the Olmsted Plan for Seattle Parks, No From Lake Washington Boulevard across the planting strip Boulevards, and Playgrounds Montlake Bridge Ship Canal Waterside Trail -- National Scenic Benches Scenic trail along the south side of the Montlake No Extends from East to West Montlake Parks Trail Cut along the Montlake Cut Eastside Points Loop Trail 5.6 miles Trail None 1.8 miles off-street trails, 1.4 miles street and No (Medina, Hunts Point, Clyde Hill, Yarrow sidewalks, 2.4 miles of trail along residential trails; Point); located in existing WSDOT right-of- passes along Fairweather Park, Wetherill Park, way within the project area Clyde Hill Park, Medina Park Fairweather Park 11.0 acres Nature park Tennis courts, small open Forested open space No Borders SR 520 between Evergreen Point field, trail Road and 80th Avenue Northeast (Medina) Hunts Point Park/D.K. McDonald Park 1.75 to Community park Tennis courts, children's Points Loop Trail borders the southern portion of No Off of 84th Avenue Northeast (Hunts Point) 2.0 acres play area, open sports the park area, benches Wetherill Park 16.0 acres Nature park Benches Park is shared by Hunts Point and Yarrow Point; No Between Cozy Cove and SR 520 (Hunts an independent citizen board is responsible for Point and Yarrow Point) maintenance and landscaping; the deed of gift restricts the park as a nature retreat Yarrow Bay Wetland 66.0 acres Wildlife Public pier Designated flood hazard zone, identified as a No Lake Washington Boulevard and Northeast Conservancy Area conservancy environment; waterfront on Lake Points Drive (Kirkland) Washington a This total does not include Montlake Playfield submerged land.
RECREATION_040505.DOC 10 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report significance, special features, and environmentally critical areas). Exhibit 6 shows the locations of these facilities in the Seattle project area.
Seattle This section describes recreational facilities in the Seattle project area that could be affected by the project alternatives.
Bagley Viewpoint Bagley Viewpoint offers views of Portage Bay, Lake Washington, and the Cascade Mountains. The viewpoint was originally part of Interlaken Park in the early 1900s; however, with the construction of SR 520 in 1963, the viewpoint was effectively cut off from the remainder of the park. Bagley Viewpoint is identified in draft Vegetation Management for Seattle Parks Viewpoints (City of Seattle 2004), which proposes to restore slope stability, control erosion, and reclaim the views lost when SR 520 was built. This document also prescribes Bagley Viewpoint strategies to be developed to address restoration and long-term maintenance of this and other viewpoint parks in the city. As of September 2004, this document was still under review by the city of Seattle and has yet to be finalized. Bagley Viewpoint is also a SEPA viewpoint that has been specially designated by the city of Seattle as important.
Montlake Playfield Located on the shore of Portage Bay, Montlake Playfield was originally created in the 1920s to help solve the crime and juvenile delinquency problems in the neighborhood. The playfield and associated recreation/ community center were dedicated in 1935. In the 1960s, substantial filling occurred as spoils from construction of SR 520 were deposited on the main park site and at the shoreline to allow for continued expansion of the facilities. However, in 1968, filling stopped when the Parks and Recreation Department decided to Community Center at Montlake Playfield preserve the diverse shoreline environment.
RECREATION_040505.DOC 11 Lake University Brg Montlake Blvd NE Washington Fuhrman Ave E Ship Canal Bill Dawson Trail Waterside Trail
Submerged Land Ramp I-5 East Montlake Park (remnant of Montlake Playfield) Lake Washington Eastlake Ave E Boulevard Roanoke Park Portage Washington Park SR 520 Arboretum Bagley Viewpoint Bay SR 520 and Arboretum Evergreen Point520 Bridge Waterfront Trail
Montlake Playfield SR 520 Ramp McCurdy Park Montlake Harvard-Miller/ E Lynn St Roanoke Annex Boulevard Boyer Ave E
42nd Ave E
43rd Ave E
Interlaken Park 10th Ave E Washington Park
I-5 Ramp Lake Washington Blvd E E Blaine St Arboretum
E Galer St
24th Ave E
E Aloha St E Madison St Lake E Roy St Washington
15th Ave E
19th Ave E
23rd Ave E
Exhibit 6. Parks, Recreation Areas,
12th Ave E and Open Spaces in the Seattle Project Area
0 2,500 Feet Broadway Ave E SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex06_parks_17aug04 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Currently, the draft Vegetation Management for Seattle Parks Viewpoints (City of Seattle 2004) identifies Montlake Playfield as “high priority” for restoring intended views because invasive species and overgrown vegetation obscure the views to a high degree.
A portion of Montlake Playfield (6.8 acres) north of SR 520 exists as submerged land that was part of the original northern extension of the playfield.
Bill Dawson Trail (Montlake Bike Path)
Bill Dawson Trail (Montlake Bike Path) extends under SR 520 between the northeast corner of the Montlake Playfield and the southern edge of the National Oceanic and Atmospheric Administration (NOAA) Northwest Fisheries Science Center (the NOAA facility). The trail receives considerable use because it connects to the larger citywide trail system.
East Montlake Park and McCurdy Park Bill Dawson Trail (Montlake Bike Path) East Montlake Park and McCurdy Park are located on the shore of Union Bay adjacent to a portion of the Montlake neighborhood.
East Montlake Park was created from land deeded to the city for park purposes in the 1909 plat of the Montlake neighborhood. The 7.1-acre park is jointly owned by the Seattle Parks and Recreation Department (western one- third of the park) and the Arboretum Foundation (eastern two-thirds of the park). While the split in ownership of the land is still in effect, the entire area is signed and recognized by the city and the public as East East Montlake Park Montlake Park. Today, East Montlake Park Trail at north end of park with view of Union Bay. provides trail connections to the Arboretum and the Montlake neighborhood, and contains trailheads for both the Arboretum Waterfront Trail and the Ship Canal Waterside Trail.
McCurdy Park is situated between the north side of SR 520 and the southern boundary of East Montlake Park. In the 1940s, the Port of Seattle deeded a portion of the old canal right-of-way (originally reserved for the Lake Washington Ship Canal) to the city for park use.
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Currently, the draft Vegetation Management for Seattle Parks Viewpoints (City of Seattle 2004) rates McCurdy Park as “high priority” for restoring intended views because of the high degree of obstruction that has occurred at the park from invasive species and overgrown vegetation. McCurdy Park is also a SEPA viewpoint that has been specially designated by the city of Seattle as important because of its views of Marsh and Foster Islands and limited views of Lake Washington.
Museum of History and Industry MOHAI straddles the property line between East Montlake Park and McCurdy Park. This structure was built by the Seattle-King County Historical Society (originally known as the Seattle Historical Society), completed in 1952, and then deeded to the city of Seattle. The MOHAI building is a McCurdy Park contributing element to the Montlake historic district, which Vegetation in park separates SR 520 is eligible for the National Register of Historic Places. See and MOHAI. Appendix D, Cultural Resources Discipline Report, for more information about MOHAI and the Montlake historic district.
MOHAI is operated by the Seattle-King County Historical Society (a private nonprofit organization). The museum contains historical exhibits, provides interactive learning activities, and houses more than 1.5 million historic photos. Each year, roughly 60,000 people visit the museum collections. The museum is scheduled to move to a new location in 2009. However, museum storage and some exhibit space may remain in the current building.
In May 2001, the Seattle City Council approved the Washington Park Arboretum Master Plan (City of Seattle 2001). This plan identifies the need for an additional 4,000 square feet of floor area to accommodate an expansion of Arboretum staff, which is expected to occur when the plan is implemented. The plan suggests that these facility requirements could be accommodated in the MOHAI building once the museum moves from the building.
Washington Park Arboretum Washington Park Arboretum was created as a public facility in 1902, when the city acquired private parkland. In 1907, the University of Washington decided to expand its own Arboretum facilities and to create a boulevard entry for the Alaska-Yukon-Pacific Exposition and for the university. Through the assistance of local garden clubs, the university raised enough money for a master plan by the Olmsted
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Brothers. Thus began years of intermittent planning for various aspects of the park, the results of which are enjoyed today. Currently, the University of Washington manages the Arboretum and its plant collections and owns Marsh Island. The city of Seattle owns the Arboretum’s land and buildings, and Seattle's Department of Parks and Recreation maintains its park functions. The Arboretum Foundation manages fund raising, membership, and volunteer services. Washington Park Arboretum Foster Island, part of the Washington Park Arboretum, was purchased in 1917. The island grew considerably when the opening of the Ship Canal and the Hiram M. Chittenden Locks (Ballard Locks) lowered Lake Washington’s water level by 9 feet. Foster Island consists of marshy areas, reeds, and cattails; the island was bisected in 1963 as a result of construction of SR 520. In 1967, the sensitive areas of the island were recognized as valuable resources and the Arboretum Waterfront Trail was established by the University of Washington, the Interagency Committee for Outdoor Recreation, the U.S. Boardwalks through Foster Island Department of Interior, and the city of Seattle. (Land and Water Conservation Act funds were used for the original development of the trail.)
Although the land in the vicinity of the on- and off-ramps to Lake Washington Boulevard East is perceived by the public to be part of Washington Park Arboretum, this area is owned by WSDOT. The city of Seattle and WSDOT (formerly the Washington State Highway Commission) entered into an agreement in April 1966 that divided maintenance responsibilities between the city and the state for the land encompassing the Roanoke Expressway (SR 520) and the Arboretum interchange. This agreement holds that while the state allows the city to use, and therefore maintain, portions of the property for its own park- oriented use, the property remains within WSDOT limited access and the city must adhere to a 90-day relinquishment clause.
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Lake Washington While numerous recreational activities occur on Lake Washington, there are no formally designated parks or recreational facilities in the Lake Washington project area.
Eastside This section describes the recreational facilities in the Eastside project area that could be affected by the project alternatives. Exhibit 7 shows the locations of these facilities.
Points Loop Trail The Points Loop Trail lies within the Points Loop Trail Trail connects Medina and Hunts Point. jurisdictions of Medina, Hunts Point, Clyde Hill, and Yarrow Point. It is situated within the WSDOT right-of-way in the project area and along the south side of Fairweather Park, Hunts Point Park, and Wetherill Park.
Fairweather Park Fairweather Park consists of 11 acres of woods, streams, and wetlands in the heart of Medina. This unique component of the Medina community has an ecological diversity remarkable in a suburban setting, with over 53 species of plants, 6 species of mammals, and Fairweather Park 20 species of birds. The terrain ranges from upland forest to wetland, and the park is bisected by a spring-fed stream. The Points Loop Trail is located immediately south of the park within WSDOT right-of-way.
Hunts Point Park Hunts Point Park, also known as D.K. McDonald Park, encompasses roughly 2.5 acres in the south part of town. The parkland was originally acquired from the Bellevue School District and named after long-time resident D. K. McDonald, who purchased enough bonds to finance the Hunts Point Park construction of the park. The park also contains the Town Hall. The Points Loop Trail is located
RECREATION_040505.DOC 16 122nd Ave NE Lake Washington NE 60th St NE 60th St
Lake View Dr NE
Lake Washington Blvd NE
108th Ave NE NE 53rd St
NE 52nd St Yarrow Bay Wetland
116th Ave116th NE
Hunts Point Park NE 38th Pl
Fairweather Northup Way Park Wetherill SR 520 Ramp Park
SR 520 NE
108th Ave SR 520 Ramp
Northup Way 520 SR 520 Points Loop NE 28th St Points Dr NE Trail
98th Ave NE
I-405 Ramp
NE 24th St
SR 520 Ramp
92nd Ave NE
Evergreen Point Rd
84th Ave NE
108th Ave NE
NE 14th St Ave NE116th
100th Ave NE
124th Ave NE
112th Ave NE112th NE 12th St 120th Ave NE Bellevue NE Way NE 12th St
NE 10th St NE 1st St NE 10th St
NE 8th St 102nd Ave NE NE 8th St Overlake Dr W Bellevue Redmond Rd
NE 6th St
NE 4th St
Exhibit 7. Parks, Recreation Areas, and Open Spaces in the Eastside Project Area 0 2,500 5,000 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex07_parks_25oct04 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report immediately adjacent to the south side of the park within WSDOT right-of-way.
Wetherill Park The 16-acre Wetherill Park was given to the towns of Hunts Point and Yarrow Point in 1988 by Didonia Wetherill Foley and Marjorie Wetherill Baird, descendants of an early Seattle pioneer family. Many trees and shrubs in the park are labeled, and extensive plant and animal lists are provided at the entrance kiosk. Although conifers grow in the higher parts of the park, only deciduous trees grow in the damp soil near the lake, which was under water until 1916. The land is privately maintained Wetherill Park through volunteer efforts and contributions. The Points Loop Trail is located immediately adjacent to the south side of the park within WSDOT right-of-way.
Yarrow Bay Wetland The Yarrow Bay wetland is located at the south end of Kirkland. The Kirkland Comprehensive Plan (City of Kirkland 2001) identifies this wetland as a wildlife conservancy area, which can only be explored by nonmotorized craft such as canoes and kayaks.
Yarrow Bay Wetland Potential Effects of the Project
What methods were used to evaluate the project’s potential effects?
This section assesses the potential effects of the proposed alternatives on recreational facilities. To identify the potential effects in the project area, the recreation discipline team reviewed the project’s GIS database, had conversations with project design team members and relevant parks and recreation department staff, reviewed other technical discipline reports, and visited the sites.
RECREATION_040505.DOC 18 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
What types of effects were evaluated?
This report describes two general types of effects on parks and recreational facilities—long-term and short-term (temporary) effects. Long-term effects include the following:
• Acquisition or physical taking of all or a portion of property to accommodate additional right-of-way for highway improvements
• Relocation of or additional coverage over trails
• Effects related to the proximity of the park or recreational facility to the project; proximity effects analyzed in this report include increased levels of traffic noise or air pollution; changed, reduced, or lost access; degradation of the visual setting; or changes in the nature of the surrounding land use that could affect the continued viability, integrity, usage, or value of the recreational facility and that could degrade the overall recreational experience.
Long-term effects are generally considered adverse effects. This report also identifies long-term effects that are considered beneficial to the use of the parks and recreational facilities.
Short-term (temporary) effects occur during construction of a project. Construction-related effects may include the use of staging areas within or near recreational facilities, noise or air pollution, traffic detours that change access, and visual clutter.
An important factor considered in an EIS is increased traffic noise WSDOT does not consider that could occur when a project is constructed near a park or increases in noise levels of less than 10 decibels to be “substantial” other recreational resource. Mitigation for traffic noise effects is (WSDOT Statewide Traffic Noise considered when the predicted noise levels approach, within Analysis and Abatement Policy and 1 decibel (A-weighted scale) (dBA), the FHWA noise abatement Procedures). criterion of 67 dBA for parks and recreational land uses. For more Noise increases of 3 dBA or less information about the effects of noise levels in the project area, are generally imperceptible to the human ear (WSDOT 1994-1995). see Appendix M, Noise Discipline Report.
How would the project alternatives affect parklands?
Seattle No Build Alternative The No Build Alternative’s Continued Operation Scenario would not result in land acquisition or other use of parks and recreational facilities in the Seattle project area. A long-term proximity effect that could occur
RECREATION_040505.DOC 19 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report would be an increase in noise because of more traffic along the corridor. Peak-hour travel times would be longer because more vehicles would be traveling on the existing roadway. This would result in longer periods of time during which traffic would be present near parklands, thus resulting in longer durations of traffic noise experienced in those parks. Because the traffic would be traveling at reduced speeds, however, traffic noise levels are not expected to be high enough to interfere with continued use of the parks, and would be similar to existing conditions.
Under the Catastrophic Failure Scenario, there would be only local Seattle traffic adjacent to the recreational facilities, resulting in less noise and air pollution in the parks compared to existing levels. Existing elevated ramps and the mainline of SR 520 could collapse into portions of adjacent parklands, rendering those areas inaccessible for recreational use until the debris was removed.
4-Lane Alternative The 4-Lane Alternative would affect six recreational facilities near or adjacent to the proposed highway improvements. Of the six facilities, five would require land acquisition and one would experience some level of long-term proximity effects. Exhibit 8 summarizes effects from the project resulting from land acquisition and long-term proximity effects. The parks that would require land acquisition are discussed in the following sections.
Bagley Viewpoint Under the 4-Lane Alternative, the northern edge of the widened westbound lanes of SR 520 would intrude into the southern 45 feet of the viewpoint. The total area of acquisition would be 0.06 acre, or 40 percent of the total park area (Exhibit 9). Because of its small size, the remainder of the viewpoint may become unusable depending on whether access and parking can be provided in the remaining portion of the viewpoint.
Current noise levels within Bagley Viewpoint average approxi- As part of the noise analysis for mately 75 dBA. Construction of the proposed sound walls would the proposed project, future traffic reduce 2030 noise levels in the vicinity of the viewpoint. A noise levels were modeled using peak-hour traffic volumes for the residence on the north side of East Roanoke Street immediately design year 2030. For more north of the viewpoint would experience a 2 dBA decrease in information about noise levels in the project area, see Appendix M, noise levels compared to existing conditions, and a 3 dBA Noise Discipline Report. decrease compared to the No Build Alternative (noise level
RECREATION_040505.DOC 20 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Exhibit 8. Affected Parklands in the Seattle Project Area – 4-Lane Alternative
Long-Term Effects
Adverse Effects
Name Acquisition or Other Direct Use Proximity Effects Beneficial Effects
Bagley Viewpoint 0.06 acre acquisition See discussion page 20 See discussion page 20
Montlake Playfield None anticipated in the main body of the None anticipated Because of the proposed sound walls, future playfield; 1.71 acre acquisition of noise levels are expected to range from 59 to submerged land 61 dBA, compared to current levels of approximately 69 to 70 dBA, depending on the proximity to SR 520 and the time of day.
The northern shift of the highway would push the highway, on average, 25 feet farther away from the existing facilities.
Bill Dawson Trail (Montlake No acquisition anticipated. The existing A longer section of the path The bike path (traveling under Montlake Bike Path) crossing under SR 520 would be would experience shading under Boulevard north of SR 520) would have a direct maintained. However, a longer section of SR 520 connection east of Montlake Boulevard without the path would be under SR 520 (140 feet, having to use surface streets, as it is currently compared to roughly 85 feet currently). configured. Additionally, the path would be constructed behind a sound wall along the north side of the roadway, reducing the noise experienced by path users.
McCurdy Park 1.5 acres initial acquisition See discussion page 23 See discussion page 23
East Montlake Park 3.25 acres initial acquisition See discussion page 23 See discussion page 25
Washington Park Arboretum 1.7 acres initial acquisition See discussion page 26 See discussion page 29
RECREATION_040505.DOC 21 Roanoke Park
Bagley Viewpoint
Area to be acquired (0.06 acre) Limits of Construction
520
Interlaken Park
Limits of Construction
Park Property Line
Limits of Construction
Area to be acquired
Exhibit 9. 4-Lane Alternative, Bagley Viewpoint 0 100 200 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Exh09_4bag_26sep04 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report changes of 3 dBA or less are generally not perceptible to the human ear). Despite a similar decrease, Bagley Viewpoint would remain a high noise location that exceeds the FHWA noise abatement criteria for parklands of 67 dBA.
The existing noise levels at Bagley Viewpoint adversely affect the use and enjoyment of the facility, which, if it were to continue to be used, would be similarly affected in the future. In addition, the 10-foot-high sound walls along the sides of the highway could obstruct views to the south from the viewpoint if still in use, and because of the wider Portage Bay Bridge, views to the east would change as well.
Montlake Playfield Under the 4-Lane Alternative, 1.71 acres of Montlake Playfield submerged land in Portage Bay would be acquired to accommodate the northern shift of the SR 520 alignment. However, the submerged land is not currently used for recreational purposes, is not accessible to the public for recreational use, and there are no plans for recreational use in the future.
McCurdy Park and East Montlake Park Under the 4-Lane Alternative, all of McCurdy Park (1.5 acres) would be acquired to accommodate the highway improvements (Exhibit 10). Once construction of the highway improvements is complete, however, approximately 41 percent of the initially acquired park area (0.62 acre) in the northwest corner of the park could be returned to park use. The resulting net loss would be 0.88 acre, or 59 percent of the existing park area.
Existing noise levels within McCurdy Park average approximately 75 dBA. Construction of the proposed sound walls would reduce 2030 noise levels within the portion of the park that could eventually be returned to recreational use. A residence across Park Drive East from the northwest corner of the returned park area would experience a 4 dBA decrease in noise levels compared to existing conditions, and a 5 dBA decrease compared to the No Build Alternative. The returned park area is expected to experience similar reductions.
The 4-Lane Alternative would require the acquisition of approximately 3.25 acres in the southern half of East Montlake Park to accommodate the proposed stormwater treatment wetland and new trails (Exhibit 10). Most of the stormwater treatment wetland would be within the footprint of the existing parking lot that currently serves MOHAI and the park (all 100 existing parking spaces would be lost). Of the area to
RECREATION_040505.DOC 23 Temporary disturbance to lay pipe
Ship Canal Waterside Trail
Underground Outfall Pipe
Arboretum City-owned Waterfront Arboretum Trail Foundation Owned Area tthat could be returned to park use after East Montlake Park connstruction (2.81 acres in McCurdy and East Montlake Parks) Area to be initially acquired Stormwater for construction Treatment (4.75 acres) MOHAI Wetland
Park
Area to be permanently acquired 520 (1.94 acres)
ProposedP BikeB Trail
Park Property Line
Park Ownership Line
Limits of Construction
Area to be acquired
Area that could be returned to park use after construction
Exhibit 10. 4-Lane Alternative, McCurdy and East Montlake Parks 0 100 200 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex10_4mccrdy_1apr05 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report be acquired, the Arboretum Foundation owns 2.25 acres in the eastern portion of the park; the Seattle Parks and Recreation Department owns the remaining acres to be acquired (1.0 acre).
After construction of the stormwater treatment wetland, approximately 67 percent of the initially acquired park area (2.19 acres, including 1.19 acres owned by the Arboretum Foundation and 1.0 acre owned by the city) could be returned to park use. The resulting net loss would be 1.06 acre, or 15 percent of the existing park area. To complete periodic maintenance of the stormwater treatment wetland, WSDOT would access the facility directly from the WSDOT right-of-way to the south.
Existing noise levels modeled at a single location within East Montlake Park average approximately 63 dBA. Construction of the proposed sound walls would reduce future (2030) noise levels by 3 dBA compared to existing conditions, and by 4 dBA compared to the No Build Alternative (even with the removal of the noise-blocking effect of the MOHAI building).
Currently, SR 520 cannot be seen from areas within East Montlake Park because the view to the south is blocked by the MOHAI building and trees in McCurdy Park. Removal of the building and the trees and other well-established vegetation could degrade the southward view for park users.
Beneficial effects would include the stormwater treatment wetland that is proposed to be built in East Montlake Park. Although this wetland would remain within the WSDOT right-of-way, it could become an amenity to the remaining park and provide a positive visual effect by replacing the existing parking lot with a more natural-appearing landscape that would blend in with the adjacent shoreline. Unlike a conventional stormwater retention/detention pond, the stormwater treatment wetland would not be contained within a fence or constructed of concrete materials. A conceptual drawing is shown in Appendix T, Water Resources Discipline Report.
Another beneficial effect of the project would be the redevelopment of the existing trail system within McCurdy Park and East Montlake Park. Currently, the Arboretum Waterfront Trail extends from the viewing platform at the eastern end of the Montlake Cut to a kiosk in East Montlake Park. The trail continues through Marsh and Foster Islands, into a tunnel under SR 520, and then into the main section of Washington Park Arboretum. The 4-Lane Alternative would construct
RECREATION_040505.DOC 25 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report two new trail connections to the existing trail system. Exhibit 11 shows the existing and proposed trail system in this area. First, a new bicycle/pedestrian path would be constructed along the east side of the proposed stormwater treatment wetland; the path would proceed south under SR 520 and connect to other trails outlined in the Arboretum Master Plan. The second bicycle/pedestrian path would extend from the trail kiosk along the north edge of the stormwater treatment wetland to 24th Avenue East. Redevelopment and expansion of the trail system in this area would help complete the loop trail through the Washington Park Arboretum, and would provide additional linkage to areas north and south of SR 520.
Museum of History and Industry The MOHAI building straddles both McCurdy Park and East Montlake Park. The 4-Lane Alternative would require its removal to accommodate the new SR 520 roadway and the stormwater treatment wetland. This would require the relocation of MOHAI, if the museum has not already relocated to another site. Additionally, MOHAI and other organizations considering use of the facility, such as the Arboretum, would lose that opportunity. WSDOT would need to identify replacement facilities.
Washington Park Arboretum Under the 4-Lane Alternative, the westbound lanes of the proposed highway would intrude roughly 81 feet northward into Foster Island. The total area of acquisition would be 1.7 acres, or 5.5 percent of Foster Island, which is less than 1 percent of the total area of the Washington Park Arboretum (Exhibit 12). The highway mainline would be elevated approximately 43 feet above the Arboretum Waterfront Trail on Foster Island. Although the land underneath the footprint of the highway would be WSDOT right-of-way, it could be available for park use after construction, except for the area necessary for the columns to support the highway structure.
Because of the proposed northward shift of the highway, part of existing SR 520 footprint (roughly 0.64 acre) and the current right-of- way south of SR 520 (roughly 1.1 acres) could be returned to the city of Seattle for park use after construction of the project (1.74 acres total). The resulting net gain would be roughly 0.04 acre of parkland on Foster Island.
RECREATION_040505.DOC 26 Shiip Caanaall Waatteerrssiidee Trraaiill Arrborreettum Waatteerrffrrontt Trraaiill
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4-Lane Bicycle/Pedestrian Path 6-Lane Bicycle/Pedestrian Path Existing Trail/Bicycle Path Parks Exhibit 11. Existing and Proposed Trails in McCurdy Park, East Bicycle/Pedestrian Path Bicycle/Pedestrian Path Trail/Bicycle Path Montlake Park, and Washington Path Under Roadway Path Under Roadway Path Under Roadway Park Arboretum 0 250 500 Feet SR 520 Bridge Replacement and HOV Project
File Path: P:\Parametrix\168395\180171 SR 520 Bridge Replacement\GIS\Layouts\Parks\Trails.mxd Foster Island Arboretum Waterfront Trail
Area to be acquired Limits of (1.7 acres) Construction Existing SR 520 520 right-of-way Area within existing SR 520 right-of-way that could be returned to Washington Seattle for Park park use Arboretum after construction (1.74 acres)
Arboretum Waterfront Trail
Park Property Line
Limits of Construction
Area to be acquired
Area that could be returned to Seattle after construction
Exhibit 12. 4-Lane Alternative, Washington Park Arboretum 0 200 400 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex12_4arb_26sep04 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Existing noise levels in the northern part of Washington Park Arbore- tum (Foster Island and the adjacent Marsh Island) range from 63 dBA at the northern tip of Foster Island to 71 dBA along the Arboretum Water- front Trail immediately north and south of the SR 520 mainline. Construction of the proposed sound walls on both sides of the new SR 520 mainline is expected to reduce noise levels in 2030 by:
• 6 dBA compared to existing conditions or the No Build Alternative at the northern tip of Foster Island
• Between 8 and 12 dBA compared to existing conditions and 9 to 13 dBA compared to the No Build Alternative along the trail immediately north and south of the new SR 520 mainline
Because the highway mainline would be elevated approximately 43 feet above the Arboretum Waterfront Trail, the highway would become a more dominant and noticeable feature, which would affect the visual environment for some trail users. In addition, the existing unused R.H. Thompson Expressway Ramps would be removed, which would open views for park users and improve visibility across the land and water. Wider column spacing on the proposed bridge to support the elevated structure (250 feet compared to 100 feet currently) would also contribute to the positive visual change.
The Arboretum Waterfront Trail currently crosses under SR 520 in a low and narrow tunnel. Many trail users find this tunnel unpleasant and uncomfortable (Exhibit 13). The new SR 520 structure would be more than four stories high, which would allow the trail to be reconstructed at-grade, instead of passing through the tunnel. Exhibit 13 shows a visualization of how this location would change under the 4-Lane Alternative.
New west-to-south and north-to-east Lake Washington Boulevard ramps and a stormwater treatment wetland similar to the one proposed in East Montlake Park would be built south of the proposed SR 520 mainline. As discussed above, although this area is perceived to be part of the Washington Park Arboretum, it is within WSDOT’s right-of-way; therefore, no land from the formal park would be acquired for nonpark use. However, the proposed project improvements would affect the informal recreational use of this area. While some of the existing mature trees and grass would be removed to accommodate the new ramps, the existing ramps would also be removed, leaving this area available for
RECREATION_040505.DOC 29 Existing View
Main roadway 15 to 20 feet above ground level Column spacing 100 feet apart Existing trail 10 feet wide
4-Lane Alternative
Roadway shifted about 80 feet to north Main roadway 50 to 55 feet above ground level Column spacing 250 feet apart Off-ramp not visible behind main roadway
6-Lane Alternative
South edge of roadway Main roadway about 15 feet closer to Arboretum off-ramp viewpoint mp Roadway and column spacing Bicycle/pedestrian ra same as 4-Lane Alternative Main roadway about 50 feet above ground Arboretum off-ramp about 45 feet above ground Bicycle/pedestrian ramp about 30 feet above ground
Looking northwest along pedestrian path Exhibit 13. View of Arboretum Trail toward tunnel under SR 520 that connects SR 520 Bridge Replacement and HOV Project to Foster Island trail
180171.ag.a5.02_REC_Ex13_ArboretumTrail_1apr05 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report recreational use. Additionally, because the new ramps would be closer together, less overall area would be covered, resulting in larger contiguous portions of open space available for recreational use.
6-Lane Alternative The 6-Lane Alternative would require land acquisition at five recreational facilities. The parks that would experience this long-term effect are discussed in the following sections. Exhibit 14 summarizes the effects from the project, including land acquisition and long-term proximity effects.
Bagley Viewpoint Under the 6-Lane Alternative, the northern edge of the widened and additional westbound lanes of SR 520 would intrude into the southern 65 feet of the viewpoint. The total area of acquisition would be 0.09 acre, or 60 percent of the total park area (Exhibit 15). Because of its small size, the remainder of the viewpoint could become unusable, depending on whether access and parking could be provided in the remaining portion of the viewpoint.
Existing noise levels within Bagley Viewpoint average approximately 75 dBA. Construction of the proposed sound walls would reduce 2030 noise levels near the viewpoint. A residence on the north side of East Roanoke Street immediately north of the viewpoint would experience a 4 dBA decrease in noise levels compared to existing conditions, and a 5 dBA decrease compared to the No Build Alternative. Despite a similar decrease, Bagley Viewpoint would remain a high noise location that exceeds the FHWA noise abatement criteria for parklands of 67 dBA.
Montlake Playfield Under the 6-Lane Alternative, 2.45 acres of submerged land in Portage Bay would be acquired to accommodate the northward shift and additional lanes of the SR 520 alignment. The submerged land is not currently used for recreational purposes, is not accessible to the public for recreational use, and there are no plans for recreational use in the future.
McCurdy Park and East Montlake Park The 6-Lane Alternative would require acquisition of the entire McCurdy Park (1.5 acres) to accommodate the highway improvements. Unlike the 4-Lane Alternative, none of the acquired park area expected to be acquired could be returned to park use (Exhibit 16).
RECREATION_040505.DOC 31 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Exhibit 14. Affected Parklands in the Seattle Project Area – 6-Lane Alternative
Long-Term Effects
Adverse Effects
Name Acquisition or Other Direct Use Proximity Effects Beneficial Effects
Bagley Viewpoint 0.09 acre acquisition See discussion page 31 See discussion page 31
Montlake Playfield None anticipated in the main body of the playfield; None anticipated Same as 4-Lane Alternative 2.45 acres acquisition of submerged land
Bill Dawson Trail (Montlake No acquisition anticipated. The existing crossing A longer section of the path would Same as 4-Lane Alternative Bike Path) under SR 520 would be maintained. However, a experience shading under SR 520 longer section of the path would be under SR 520 (170 feet, compared to 85 feet currently).
McCurdy Park 1.5 acres acquisition See discussion page 31 See discussion page 35
East Montlake Park 3.25 acres initial acquisition See discussion page 31 See discussion page 35
Washington Park Arboretum 1.8 acres initial acquisition See discussion page 36 See discussion page 36 and 38
RECREATION_040505.DOC 32 Roanoke Park
Bagley Viewpoint
Area to be acquired (0.09 acre)
Limits of 520 Construction
Interlaken Park
Park Property Line
Limits of Construction
Area to be acquired
Exhibit 15. 6-Lane Alternative, Bagley Viewpoint 0 100 200 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex15_6bag_26sep04 Temporary disturbance to lay pipe
Ship Canal Waterside Trail
Underground Outfall Pipe Arboretum City-owned Waterfront Arboretum Trail Foundation Owned
Area that could be returned to East Montlake Park park use after construction (1.87 acres in East Montlake Park) Area to be initially acquired Stormwater for construction (4.75 acres) MOHAI Treatment Wetland
Area to be permanently acquired 520 (2.88 acres)
ProposedP BikeB Trail
Park Property Line
Park Ownership Line
Limits of Construction
Area to be acquired
Area that could be returned to park use after construction
Exhibit 16. 6-Lane Alternative, McCurdy and East Montlake Parks 0 100 200 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex16_6mon_18mar05 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
The 6-Lane Alternative would require the acquisition of approximately 3.25 acres in the southern half of East Montlake Park to accommodate the stormwater treatment wetland and new trails (Exhibit 16). Most of the stormwater treatment wetland would be within the footprint of the existing parking lot that currently serves MOHAI and the park (all 100 existing parking spaces would be lost). Of the area to be acquired, the Arboretum Foundation owns 2.25 acres within the eastern portion of the park; the Seattle Parks and Recreation Department owns the remaining area to be acquired (1.0 acre).
After construction of the stormwater treatment wetland, approximately 58 percent of the initially acquired park area (1.87 acres, including 1.01 acres owned by the Arboretum Foundation and 0.86 acre owned by the city) could be returned to park use. The resulting net loss would be 1.38 acres, or 19 percent of the existing park area. To complete periodic maintenance of the stormwater treatment wetland, WSDOT would access the facility directly from the WSDOT right-of-way to the south.
Existing noise levels modeled at a single location in East Montlake Park average approximately 63 dBA. Construction of the proposed sound walls would reduce future (2030) noise levels by 4 dBA compared to existing conditions and by 5 dBA compared to the No Build Alternative.
Currently, SR 520 cannot be seen from areas within East Montlake Park because the view to the south is blocked by the MOHAI building and trees in McCurdy Park. Removal of the building and the trees and other well-established vegetation could degrade the southward view for park users.
Beneficial effects of the project would include the stormwater treatment wetland proposed to be built in East Montlake Park. Although the wetland would remain within the new WSDOT right-of-way, it could become an amenity to the remaining park and provide a positive visual effect by replacing the existing parking lot with a more natural- appearing landscape that would blend in with the adjacent shoreline. Unlike conventional stormwater retention/ detention ponds, this treatment wetland would not be contained within a fence or constructed of concrete materials.
Another beneficial effect of the project would be the redevelopment of the existing trail system within McCurdy Park and East Montlake Park. Exhibit 11 shows the existing trail system in this area. Currently, the
RECREATION_040505.DOC 35 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report
Arboretum Waterfront Trail extends from the viewing platform at the eastern end of the Montlake Cut to a kiosk in East Montlake Park. The trail continues through Marsh and Foster Islands to a tunnel under SR 520, and then into the main section of Washington Park Arboretum. The 6-Lane Alternative would construct two new trail connections to the existing trail system (see Exhibit 11). First, a new bicycle/pedestrian path would be constructed along the east side of the proposed stormwater treatment wetland; the path would proceed south under SR 520 and connect to other trails outlined in the Arboretum Master Plan. A second bicycle/pedestrian path would extend from the trail kiosk along the north edge of the stormwater treatment wetland to 24th Avenue East. Redevelopment and expansion of the trail system in this area would help complete the loop trail through the Washington Park Arboretum, and would provide additional linkages to areas north and south of SR 520.
Museum of History and Industry The MOHAI building straddles both McCurdy Park and East Montlake Park. The 6-Lane Alternative would require its removal to accommodate the new SR 520 roadway and the stormwater treatment wetland. This would require the relocation of MOHAI, if the museum has not already relocated to another site. Additionally, MOHAI and other organizations considering use of the facility, such as the Arboretum, would lose that opportunity. WSDOT would need to identify replacement facilities.
Washington Park Arboretum Under the 6-Lane Alternative, the westbound lanes of the proposed highway would intrude roughly 83 feet northward into Foster Island. The total area of acquisition would be 1.8 acres, or 5.7 percent of Foster Island, which is less than 1 percent of the total area of Washington Park Arboretum (Exhibit 17). The highway mainline would be elevated approximately 43 feet above the Arboretum Waterfront Trail on Foster Island. Although the land underneath the footprint of the highway would be within the WSDOT right-of-way, it could be available for park use after construction, except for the area necessary for the columns to support the highway structure.
Because of the proposed northward shift of the highway, the area of Foster Island south of SR 520 currently occupied by WSDOT right-of- way (roughly 1.1 acres) could be returned to the city of Seattle for park use after construction of the proposed project. In addition, the area
RECREATION_040505.DOC 36 Foster Island Arboretum Waterfront Trail
Area to be acquired Limits of (1.8 acres) Construction
520 Area within existing SR 520 right-of-way that could be returned to Washington the City for Park park use Arboretum after construction (1.1 acres)
Arboretum Waterfront Trail
Park Property Line
Limits of Construction
Area to be acquired
Area that could be returned to Seattle after construction
Exhibit 17. 6-Lane Alternative, Washington Park Arboretum 0 200 400 Feet SR 520 Bridge Replacement and HOV Project
180171.ag.a5.02 REC_Ex17_6arb_26sep04 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report under the proposed bridge could be used for recreation after construction. The resulting net loss would be 0.70 acres, or 2.2 percent of the existing Washington Park Arboretum.
Existing noise levels in the northern part of Washington Park Arbore- tum (Foster Island and the adjacent Marsh Island) range from 63 dBA at the northern tip of Foster Island to 71 dBA along the Arboretum Water- front Trail immediately north and south of the SR 520 mainline. Con- struction of the proposed sound walls on both sides of the new SR 520 mainline would reduce noise levels in 2030 by:
• 6 dBA compared to existing conditions and the No Build Alternative at the northern tip of Foster Island
• Between 9 and 12 dBA compared to existing conditions and from 10 to 13 dBA compared to the No Build Alternative along the trail immediately north and south of the new SR 520 mainline
Because the highway mainline would be elevated approximately 43 feet above the Arboretum Waterfront Trail, the highway would become a more dominant and noticeable feature, which would affect the visual environment for some trail users. In addition, the existing unused R.H. Thompson Expressway Ramps would be removed, which would open views for park users and improve visibility across the land and water. The wider column spacing on the proposed bridge to support the elevated structure (250 feet compared to 100 feet currently) would also contribute to the positive visual change.
The Arboretum Waterfront Trail currently crosses under SR 520 in a low and narrow tunnel that many trail users find unpleasant and uncomfortable (Exhibit 13). The new SR 520 structure would be more than four stories high, which would allow the trail to be reconstructed at-grade, instead of passing through the tunnel. Exhibit 13 is a visualization of how this location would change under the 6-Lane Alternative.
New west-to-south and north-to-east Lake Washington Boulevard ramps would be built south of the proposed SR 520 mainline. As discussed above, although this area is perceived to be part of the Washington Park Arboretum, it is within WSDOT’s right-of-way; therefore, no land from the formal park would be acquired for nonpark use. However, the proposed project improvements would affect the informal recreational use of this area. While some of the existing mature trees and grass would be removed to accommodate the new ramps, the
RECREATION_040505.DOC 38 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report existing ramps would also be removed, leaving this area available for recreational use. Additionally, because the new ramps would be placed closer together, less overall area would be covered, resulting in larger contiguous portions of open space available for recreational use.
Eastside No Build Alternative The No Build Alternative’s Continued Operation Scenario would not result in land acquisition or other long-term use of parks and recreational facilities in the Eastside project area. The proximity effect that could occur would be an increase in noise because of more traffic along the SR 520 corridor. Longer peak-hour travel times would occur because more vehicles would be traveling on the existing roadway. This would result in longer periods of time during which traffic would be present near parklands, thus resulting in longer durations of traffic noise experienced in those parks.
Under the Catastrophic Failure Scenario, traffic would not be able to cross the bridge. The inability to cross the lake would result in a substantial reduction in the amount of traffic on SR 520 adjacent to the recreational facilities. Less traffic would result, in turn, in lower air and noise pollution levels in the parks compared to existing levels.
4-Lane Alternative None of the parks and recreational facilities in the Eastside project area would be acquired. The Points Loop Trail would be relocated; other long-term proximity and beneficial effects are highlighted in Exhibit 18.
Points Loop Trail The existing Points Loop Trail is situated within the SR 520 right-of- way in the project area, occasionally meandering into the limits of construction. Because of this, the trail would have to be relocated and reconstructed in certain locations under the 4-Lane Alternative, which would be a long-term direct effect. All existing SR 520 crossings would be maintained. Additionally, the roadway expansion would require removing existing vegetation along the trail. In many cases, this vegetation enhances the recreational experience for trail users by serving as a buffer from the highway; therefore, its loss would be a long-term proximity effect. The vegetation would be replaced by a 12-foot-high concrete sound wall, which could also affect the character of the trail (Exhibit 19).
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Exhibit 18. Affected Parklands in the Eastside Project Area – 4-Lane Alternative
Long-Term Effects
Adverse Effects
Name Acquisition or Other Direct Use Proximity Effects Beneficial Effects
Points Loop Trail Trail relocation and replacement of the See discussion page 39 See discussion page 42 (Medina, Hunts Point, trail in certain locations. Clyde Hill, Yarrow Point)
Fairweather Park None anticipated None anticipated Because of the proposed sound walls, future noise (Medina) levels in the park are expected to be 6 to 9 dBA less than current levels that range from 63 to 70 dBA
Hunts Point Park/D.K. None anticipated None anticipated Because of the proposed sound walls, future noise McDonald Park (Hunts levels in the park area are expected to be below Point) 58 dBA, compared to current levels of 64 dBA
Wetherill Park (Hunts None anticipated None anticipated Because of the proposed sound walls, future noise Point and Yarrow Point) levels in the park are expected to be 2 to 4 dBA less than current levels that range from 47 to 56 dBA
Yarrow Bay Wetland None anticipated None anticipated Because of the proposed sound walls, future noise (Kirkland) levels in the park closest to SR 520, are expected to be in the range of 63 to 65 dBA, compared to current levels that range from 64 to 67 dBA
RECREATION_040505.DOC 40 Existing View
Points Loop Trail separated from westbound lanes by landscaped open space Existing trail 9 feet wide
4-Lane Alternative
Trail shifted about 2 feet north 12-foot-high sound wall
6-Lane Alternative
Edge of new roadway about 5 feet from trail edge 12-foot-high sound wall
Looking east along Points Loop Trail toward Exhibit 19. View Toward SR 520 SR 520 where trail descends from Hunts Point from Points Loop Trail City Hall and curves east along SR 520 SR 520 Bridge Replacement and HOV Project
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The trail currently experiences noise levels ranging from 56 to 74 dBA. Construction of the sound walls would reduce noise levels in 2030 by 5 to 15 dBA compared to existing conditions, and by 6 to 16 dBA compared to the No Build Alternative. These reductions in noise levels could create a more comfortable experience for trail users.
6-Lane Alternative The 6-Lane Alternative would affect a total of five recreational facilities. Of these facilities, three would require acquisition or relocation; these facilities are discussed below. All affected parks are listed in Exhibit 20.
Points Loop Trail The existing Points Loop Trail is situated within the SR 520 right-of- way in the project area. In addition to the relocation and reconstruction of the trail that would occur under the 4-Lane Alternative, the 6-Lane Alternative would shift sections of the trail from the WSDOT right-of- way into Fairweather Park and Wetherill Park. Those direct effects are discussed below under each of these parks.
The roadway expansion would require removal of existing vegetation along the trail. In many cases, this vegetation enhances the recreational experience for trail users by buffering them from the highway; thus, this loss would result in a long-term proximity effect. In addition, the loss of vegetation, which would be replaced by a 12-foot-high concrete sound wall, could affect the character of the trail (Exhibit 19).
Because of its frequent proximity to the highway, the trail currently experiences noise levels ranging from 56 to 74 dBA. Construction of the proposed sound walls would reduce noise levels in 2030 by 5 to 13 dBA compared to existing conditions, and by 6 to 14 dBA compared to the No Build Alternative. These reductions in noise levels could create a more comfortable experience for trail users.
Fairweather Park Because the highway would shift northward and a highway lid would be constructed at Evergreen Point Drive, the 6-Lane Alternative would require relocating the existing Points Loop Trail from outside of the park boundary north into the park (Exhibit 21). The area of Fairweather Park that would include the trail, however, would be returned to recreational use (the trail) upon completion of construction. As a result, 0.2 acre of the southwest corner of Fairweather Park (grassy playfield) would be converted to a trail. This affected area comprises roughly 2 percent of the total park area. WSDOT would likely obtain a temporary construction easement for the required work.
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Exhibit 20. Affected Parklands in the Eastside Project Area – 6-Lane Alternative
Long-Term Effects
Adverse Effects
Name Acquisition or Other Direct Use Proximity Effects Beneficial Effects
Points Loop Trail Trail relocation and replacement See discussion page 42 See discussion page 42 (Medina, Hunts Point, Clyde Hill, Yarrow Point)
Fairweather Park 0.2 acre converted to trail See discussion page 42 See discussion page 45 (Medina)
Hunts Point Park/ None anticipated None anticipated Same as 4-Lane Alternative (Exhibit 18) D.K. McDonald Park
Wetherill Park (Hunts 0.1 acre converted to trail See discussion page 45 See discussion page 45 Point and Yarrow Point)
Yarrow Bay Wetland None anticipated None anticipated Same as 4-Lane Alternative (Exhibit 18)
RECREATION_040505.DOC 43 Area forr reconstrruction of Points Loop Trail would be returnedd to park afteer construction (0.2 acree)
Proposeed Trail Fairweather Park
Existing Evergreen 520 Points Loop Point Road Trail Lid Limits of Construction
Existing Points Loop Trail
Park Property Line
Points Loop Trail
Proposed Trail
Limits of Construction
Area for reconstruction to be returned after construction
Exhibit 21. 6-Lane Alternative, Fairweather Park 0 200 400 Feet SR 520 Bridge Replacement and HOV Project
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The proposed lid could serve as an extension of the park and create a positive effect on open space and community connections.
Fairweather Park currently experiences noise levels of roughly 70 dBA in the southwest corner of the park, 63 dBA in the northwest corner of the park, and 64 dBA in the eastern forested area. Construction of the proposed sound walls would reduce 2030 noise levels by:
• 9 dBA compared to existing conditions and 10 dBA compared to the No Build Alternative in the southwest corner of the park adjacent to the WSDOT right-of-way
• 8 dBA compared to existing conditions and 9 dBA compared to the No Build Alternative in the northwest corner near the parking lot
• 8 dBA compared to existing conditions and the No Build Alternative in the eastern forested area
Wetherill Park Because of the lack of space within the WSDOT right-of-way, the Points Loop Trail would be rerouted outside of the right-of-way from just west of 92nd Avenue Northeast to Northeast 33rd Street under the 6-Lane Alternative. The trail would follow an existing pathway within and along the eastern edge of Wetherill Park.
To accommodate the rerouted Points Loop Trail, approximately 0.1 acre of the nature park (less than 1 percent of the park area) would be converted to trail use. The affected area is forested and has no recreational facilities or use. WSDOT would likely obtain a temporary construction easement for the required work (Exhibit 22). The area of Wetherill Park that would include the trail, however, would be returned to recreational (trail) use after construction.
Current noise levels within Wetherill Park range from 49 to 58 dBA, depending on the distance from SR 520. Construction of the proposed 10- to 12-foot sound walls immediately adjacent to the southern edge of the park would reduce future (2030) noise levels within the park by 2 to 3 dBA compared to existing conditions, and by 3 to 4 dBA compared to the No Build Alternative. Noise level changes of 3 dBA or less are generally not perceptible to the human ear.
RECREATION_040505.DOC 45 Area for relocating Points Loop Trail would Wetherill Park be returned to recreational use after construction Area for (0.1 acre) construction 520 of storm- water flow spreader would be returned to park use after construction (0.01 acre)
Limits of Construction
Park Property Line
Limits of Construction
Area for relocating Points Loop Trail, and Drainage Easement Area
Exhibit 22. 6-Lane Alternative, Wetherill Park 0 200 400 Feet SR 520 Bridge Replacement and HOV Project
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How would project construction temporarily affect recreational facilities?
Seattle Short-term or temporary construction-related effects in Seattle would be similar between the 4-Lane and 6-Lane Alternatives. This section discusses the construction effects on those parks and recreational facilities that would experience long-term effects and those that would otherwise not be affected by the project. Unless otherwise specified, this analysis assumes that all construction staging areas would be located within the project footprint, and, therefore, the effects are accounted for in this Potential Effects of the Project section.
Bagley Viewpoint Construction would occur within the acquired portion of the park. The remaining portion of the viewpoint, however, may be fenced and thus inaccessible during the construction period to accommodate access to the construction site, to stage equipment and materials, and to ensure public safety.
McCurdy Park Under the 4-Lane Alternative, the portion of the park that would be returned to park use after construction would temporarily close during the construction. Because the entire park would be acquired under the 6-Lane Alternative, construction-related effects would not exist.
East Montlake Park The project would construct a pipeline from the stormwater treatment wetland to an existing outfall on the Ship Canal. The outfall would be reconstructed. Construction would consist of open trench excavation for the pipe, which would require removing mature trees and other vegetation along the pipe alignment. This would generate dust and construction-related noise and vibration. Although the area would be returned to preconstruction grade after installation of the outfall pipe, the loss of the mature trees along the alignment could affect the value and character of the park for park users.
Access to the entire northeast portion of the park surrounding the pipeline alignment would likely be closed periodically for safety purposes during construction of the pipeline; this would preclude use of the Arboretum Waterfront Trail during these closures. In combination with construction of the stormwater treatment wetland in
RECREATION_040505.DOC 47 SR 520 Bridge Replacement and HOV Project | Recreation Discipline Report the southern half of the park, the only area of the park that would continue to experience relatively easy access during construction would be the northwest corner.
Construction of the proposed stormwater treatment wetland would likely temporarily make it difficult to access to the canoe and kayak launch point.
Washington Park Arboretum Construction of the proposed project on Foster Island would require the periodic closure of the section of the Arboretum Waterfront Trail currently located under SR 520. During these closures, trail users would be prevented from using the trail to connect between the north and south areas of Foster Island; the trail would be open to the limits of construction, at which point users would need to turn around.
The 4-Lane and 6-Lane Alternatives would require construction of a 60-foot-wide detour bridge along the south side of the existing SR 520 mainline that would allow traffic to operate while the new structures are being constructed. The detour bridge would be located predominantly in the existing WSDOT right-of-way, except for a small 0.25 acre strip within the park directly south of the right-of-way. All of the vegetation within the footprint of the detour bridge would be removed (a total vegetation loss of roughly 1.19 acres). The affected area would return to park use upon completion of construction.
Other Recreational Facilities In addition to the four parks discussed above, the following four facilities would experience construction-related effects.
• Bill Dawson Trail (Montlake Bike Path)—Temporary closure/detour of trail would occur during the 20-month construction period.
• Lake Washington Boulevard—Temporary closure/detour at the Lake Washington Boulevard/Montlake Boulevard intersection would occur during reconfiguration of the intersection.
• Montlake Boulevard—Temporary closure/detour of the boulevard would occur while a new bridge over SR 520 is constructed.
• Interlaken Park/Boulevard—Under the 6-Lane Alternative only, the southern boundary of the limits of construction would be close to the northernmost point of the park. This area of the park could experience noise and dust from the adjacent construction activity.
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Eastside This section discusses the short-term construction effects of the 4-Lane and 6-Lane Alternatives on parks and recreational facilities that would experience long-term effects and those that would otherwise not be affected by the project.
Fairweather Park Under the 4-Lane Alternative, a small portion of the southwest corner of the park (approximately 0.03 acre) would be occupied by a temporary bridge to accommodate continued use of the street and provide access north of SR 520. It is anticipated that the bridge would remain in this portion of the park for up to 20 months, until Evergreen Point Road is relocated to its permanent alignment over SR 520.
Under the 6-Lane Alternative only, reconstruction of the Points Loop Trail would result in the temporary fencing/closure of the southwest corner of the park, as well as any additional area required to accommodate construction activities. However, because the park entrance is at the north boundary of the park, access and use of the park would continue during construction.
Wetherill Park Under the 6-Lane Alternative only, construction of the Points Loop Trail would result in the temporary fencing/closure of the eastern edge of the park. However, because the entrance to the park is located west of the affected area, access and use of the park would continue during construction.
During construction, roughly 400 square feet at the southwest tip of the park (approximately 0.01 acre) would be occupied for the construction of a stormwater flow spreader required for the proposed water quality detention vaults. The area of Wetherill Park that would contain the flow spreader, however, is a wetland that is not used for active recreational purposes. WSDOT would likely obtain a drainage easement for the flow spreader (Exhibit 22).
Points Loop Trail Because the Points Loop Trail lies within the WSDOT right-of-way, in places the trail would be within the limits of construction and thus would be closed and relocated under both the 4-Lane and 6-Lane Alternatives. During construction, detour routes using local streets would be provided, thus ensuring the continued use and continuity of the trail.
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How would the alternatives differ in their effects on recreational facilities?
The primary difference between the 4-Lane and 6-Lane Alternatives is the result of the wider footprint of the 6-Lane Alternative. Exhibit 23 lists these differences.
Exhibit 23. Differences in Effects Between the 4-Lane and 6-Lane Alternatives 4-Lane Alternative 6-Lane Alternative (in acres) (in acres) Returned Net Returned Net to Gain or to Gain or Resource Acquired Parkland Loss Acquired Parkland Loss
Seattle Bagley Viewpoint 0.06 — –0.06 0.09 — –0.09 Bill Dawson Trail Section of trail under SR 520 would Section of trail under SR 520 would (Montlake Bike Path) be lengthened by 55 feet be lengthened by 85 feet McCurdy Park 1.5 0.62 –0.88 1.5 — –1.5 East Montlake Park 3.25 2.19 –1.06 3.25 1.87 –1.38 Washington Park Arboretum 1.7 1.74 +0.04 1.8 1.1 –0.7 Total 6.51* 4.55 –1.96 6.64* 2.97 –3.67
Eastside Fairweather Park No effect 0.20 0.20 — (easement ) Points Loop Trail Existing trail would be relocated Existing trail would be relocated and and reconstructed in places reconstructed in places and rerouted along the southern edge of Fairweather Park and the eastern edge of Wetherill Park Wetherill Park No effect 0.10 0.10 — (easement) Total — 0.30 0.30 —
*Does not include Montlake Playfield submerged land.
In general, the 6-Lane Alternative would acquire more land from recreational facilities in the Seattle project area; less of this land could be returned to park use after construction. In addition, the 6-Lane Alternative would affect two parks in the Eastside project area that would be untouched by the 4-Lane Alternative. The 6-Lane Alternative would result in the greatest noise level reductions in parklands compared to the 4-Lane Alternative.
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Mitigation
What has been done to avoid or minimize adverse effects on recreational facilities?
Throughout the design process for the proposed project, care has been taken to avoid and minimize adverse effects on parks and recreational facilities where possible. Because of the density of development in the project area, the narrow existing highway right-of-way, and the fact that the original highway bisected several parklands, effects on parks could not be avoided in most cases. Generally, effects on recreational facilities were minimized by the following measures:
• The new Lake Washington Boulevard west-to-south off-ramp and the north-to-east on-ramp to the west of the Washington Park Arboretum were located in the existing WSDOT right-of-way to minimize the visual effect on the park.
• The new ramps and mainline structures in Washington Park Arboretum, while elevated, were designed to be at the existing tree line to minimize adverse visual effects. See Appendix S, Visual Quality and Aesthetics Discipline Report. In addition, these structures include haunched girders, an architectural feature that would reduce their visual bulk.
• In the Eastside project area, retaining walls were incorporated into the design to minimize encroachment into adjacent parklands and historic properties.
• The proposed sound walls would reduce noise levels at sensitive receptors adjacent to the highway, including most parks and recreational facilities and historic properties.
• The width of the proposed transit stops on SR 520 in the Montlake area was designed to be narrower than the maximum width allowed for a transit stop. This was done to reduce the width of the SR 520 footprint and minimize parkland acquisition to the north.
• Existing curves in the alignment were retained in the Montlake area. The more efficient, straight-line alternative was not selected in order to avoid or minimize parkland acquisition.
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How could the project compensate for unavoidable adverse effects on recreational facilities?
Long-Term Effects In regards to the conversion of any Seattle parkland to nonpark use, WSDOT would work with the Seattle Parks and Recreation Department to identify suitable replacement property in accordance with the requirements of Seattle Ordinance 118477 (equivalent or better size, value, location, and usefulness).
In addition, WSDOT would work with the Seattle Parks and Recreation Department to determine whether a potential land bank, created from the land within the current WSDOT right-of-way northwest of the Washington Park Arboretum, could satisfy Ordinance 118477’s replace- ment requirements. It is estimated that the total available local area within the potential land bank would be approximately 12.86 acres. While that area would exceed the amount of parkland affected, WSDOT and Seattle need to further investigate whether specifically affected properties have attributes that cannot be replaced at the land bank and whether other mitigation options also need to be investigated.
In addition to these more general mitigation measures, the following more detailed measures relate to specific properties.
Bagley Viewpoint • Under the 4-Lane Alternative, WSDOT would work with Seattle to investigate the redevelopment opportunities for that portion of the viewpoint that would not be acquired, including the possibility of restoring the connection between the viewpoint and Interlaken Park.
• Under the 6-Lane Alternative, WSDOT would investigate the possibility of designing a portion of the 10th and Delmar lid for a replacement viewpoint, if considered suitable by the city. The de- velopable area of this lid is estimated to be 2.14 acres, which would allow for the complete relocation of the viewpoint to a site that would ensure maintenance of the existing view features and attributes.
McCurdy Park and East Montlake Park • Under the 4-Lane Alternative, WSDOT would work with Seattle to investigate the redevelopment opportunities for those portions of
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each park that could be returned to park use after construction. Any remaining net loss could be accommodated through the proposed land bank.
• Under the 6-Lane Alternative, WSDOT would investigate the possibility of designing a portion of the Montlake lid to replace all or a portion of these parks. The developable area of this lid is estimated to be 1.92 acres. In addition, WSDOT would investigate the possibility of replacing lost parkland within the proposed land bank, if considered suitable by Seattle.
• If MOHAI has not moved to another site prior to construction of either the 4-Lane or 6-Lane Alternative, WSDOT would assist MOHAI in moving to suitable replacement facilities. WSDOT would also compensate the Seattle Parks and Recreation Department and the Arboretum Foundation for the loss of the MOHAI facilities, which are currently planned for staff use in 2009.
• WSDOT would coordinate with Seattle to investigate opportunities to restore and enhance the shoreline wetlands and/or protect the wetland buffer area.
Washington Park Arboretum • Under the 4-Lane Alternative, most of the affected parkland would be replaced by removing the existing SR 520 roadway and returning that area and the WSDOT right-of-way to the south to park use. If additional parkland had to be replaced, WSDOT would work with Seattle and others to identify appropriate replacement land (including the proposed land bank if considered suitable by Seattle).
• Under the 6-Lane Alternative, a portion of the affected parkland would be replaced by returning the WSDOT right-of-way to the south of SR 520 to park use. If additional parkland had to be replaced, WSDOT would work with Seattle and others to identify appropriate replacement land.
• Trees and other vegetation having the same character as the existing vegetation would be planted to replace vegetation that is removed to accommodate the new structures and detour bridge.
• WSDOT and Seattle would examine the potential for shoreline and wetland restoration on both sides of SR 520 on Foster Island.
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Fairweather Park • Under the 6-Lane Alternative, WSDOT would work with Medina to determine appropriate mitigation for redevelopment of the southwest corner of the park to accommodate the relocated and reconstructed Points Loop Trail, including the possible integration of the park with the lid at Evergreen Point Road.
Points Loop Trail • Under the 6-Lane Alternative, new connections in Fairweather Park and to Northeast 33rd Street through Wetherill Park would be signed to maintain the continuity of the trail.
• Vegetation would be replanted along the trail after construction.
Wetherill Park • Under the 6-Lane Alternative, WSDOT would work with Hunts Point and Yarrow Point to determine appropriate mitigation for the relocation and construction of the trail within and along the eastern boundary of the park and the construction of the flow spreader at the southwestern corner of the park.
Construction Effects The identified construction effects could be mitigated for with the appropriate measures discussed below in Exhibit 24.
Exhibit 24. Proposed Mitigation for Construction Effects for the 4-Lane and 6-Lane Alternatives
Name 4-Lane Alternative 6-Lane Alternative Seattle
Harvard-Miller/ None required None required Roanoke Annex
Roanoke Park None required None required
Bagley Viewpoint None required because park would likely be closed Same as 4-Lane Alternative
Interlaken None required None required Park/Boulevard
Montlake Playfield None required None required
Bill Dawson Trail The trail would be kept open as often as safely Same as 4-Lane Alternative (Montlake Bike Path) possible. A detour route would be identified and signed.
McCurdy Park None required because the entire park would initially Same as 4-Lane Alternative be acquired
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Exhibit 24. Proposed Mitigation for Construction Effects for the 4-Lane and 6-Lane Alternatives
Name 4-Lane Alternative 6-Lane Alternative East Montlake Park The alignment of the outfall pipe would be returned to Same as 4-Lane Alternative preconstruction grade after construction (although the vegetation likely would not be as mature as what previously existed). The Arboretum Waterfront Trail would require a detour route to be identified and signed during construction. An alternate canoe/kayak launch point and associated parking facilities would be identified.
Washington Park The Arboretum Waterfront Trail would be closed Same as 4-Lane Alternative Arboretum periodically during construction. The trail would be kept open as often as safely possible. A detour route would be identified and signed. After removal of the detour bridge, the area would be returned to preconstruction conditions (although the vegetation likely would not be as mature as what previously existed).
Lake Washington None required None required Boulevard
Montlake Boulevard The planting strip along Montlake Boulevard would be Same as 4-Lane Alternative replaced upon completion of construction.
Ship Canal Waterside None required None required Trail
Eastside
Points Loop Trail A detour route would be identified and signed for use Same as 4-Lane Alternative during construction.
Fairweather Park The area of the park used for the temporary Same as 4-Lane Alternative construction bridge to accommodate Evergreen Point Drive would be landscaped to pre-construction conditions
Hunts Point Park/ None required None required D.K. McDonald Park
Wetherill Park None required None required
Yarrow Bay Wetland None required None required
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References and Bibliography
City of Kirkland. 2001. City of Kirkland Comprehensive Plan: Chartering a Future Course. Kirkland, Washington. City of Medina. 1999. City of Medina Comprehensive Plan. http://www.medina.wa.gov, last updated July 12, 1999. Medina, Washington. July. City of Seattle. 2000. Seattle Parks and Recreation Plan 2000. http://www.cityofseattle.net/parks/Publications/Plan2000.htm, updated March 6, 2003.
City of Seattle. 2004. Vegetation Management for Seattle Parks Viewpoints. http://www.seattle.gov/parks/parkspaces/Viewpoints/VMP.htm. Draft. March 2004.
City of Seattle. 2001. Park Guide. Parks and Recreation Department, Seattle, Washington. City of Seattle Parks and Recreation Department. 2001. FEIS Washington Park Arboretum Master Plan. January. City of Seattle Parks and Recreation Department, MOHAI, Arboretum Foundation, and University of Washington. June 2004—meetings with staff regarding proposed project. City of Seattle Parks and Recreation Department. March 29 and July 13, 2004—meetings with staff regarding proposed project. City of Seattle Parks and Recreation Department. 2004. Park History: Sherwood History Files—H.W. McCurdy Park, Washington Park, East Montlake Park, Montlake Playfield, Boren-Interlaken Park, Bagley Viewpoint. http://www.ci.seattle.wa.us/parks/history/sherwood.htm, accessed August 2004. State of Washington, Washington State Highway Commission. 1966. Agreement GM-381. April. Olympia, Washington. Town of Hunts Point. 1994. Town of Hunts Point Comprehensive Plan. Hunts Point, Washington. March. WSDOT. 1994-1995. Procedure for Analysis and Abatement of Highway Traffic Noise. Final Draft. Washington State Department of Transportation, Olympia, Washington.
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