Alaskan Way, Promenade, and Overlook Walk Final EIS

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1 I As described in Section of the Draft EIS, the loss of on-street and off-street parking may require drivers to park off-street or travel farther to find available on-street or off-street parking. The Draft and Final EIS analysis indicates that the off-street parking supply can absorb the loss of on-street parking that would result from AWPOW. However, mitigation would not be required for lost parking even if the supply was not adequate to meet the demand. Current City plans and policies include strategies to encourage the use of transit and nonmotorized modes of travel, and to discourage the use of single-occupant vehicles. The removal of parking that would occur under AWPOW, in conjunction with enhanced nonmotorized and transit facilities that are included in the project, is consistent with this policy direction and supports overall City planning goals for reducing dependency on single-occupancy vehicles in the downtown area. Specific estimates of the number of future waterfront visitors shifting from motorized to transit and nonmotorized modes are not available. However, according to Commute Seattle, between the years 2012 and 2014, the number of downtown commuters who drove alone declined by 8 percent, while those who took transit and non-motorized modes increased by 5 percent and 7 percent respectively. These trends are expected to continue or increase as improvements to the City s bicycle, pedestrian, and transit facilities and services are implemented. Please refer to Section of the Final EIS for a detailed description of the Preferred Alternative s pedestrian, bicycle, and transit improvements and the revised Final EIS Appendix A, Transportation Discipline Report. The results of Commute Seattle s 2014 Modesplit Survey can be found at: In addition, Sound Transit s has recently seen a large increase in light rail ridership with the opening of the Capitol Hill and University of Washington stations and increased frequency of service. A continued increase in transit ridership is anticipated as their system expands. Page 261

2 I Your comment is acknowledged. The Draft EIS evaluated the conceptual design for the kiosks. The final design and height of the proposed kiosks will be determined during final design of the project. The kiosk height would have to comply with applicable the land use restrictions for that area, the Downtown Harborfront 1 land use zone. Page 262

3 I The Preferred Alternative in the Final EIS includes the Overlook Walk Alternative 2, which was evaluated in the Supplemental Draft EIS (April 2016). This alternative modifies the original Overlook Walk design to accommodate the building envelope for approximately 48,000 square feet of interior space proposed for the Seattle Aquarium Ocean Pavilion (Aquarium Pavilion). The Aquarium Pavilion is a separate project that will be designed and constructed by the Seattle Aquarium. While the Final EIS evaluates the impacts of the location and building envelope for the Aquarium Pavilion, the building s uses, functions, size, and form will be evaluated by the Seattle Aquarium in a separate environmental document. Using this space adjacent to the Overlook Walk is part of the Seattle Aquarium's Master Plan for Expansion. Section of the Final EIS discussed the concepts and alternatives that have been considered for the Overlook Walk, including the concept of connecting northern Alaskan Way and Elliott Way via an intersection near Pike Street. That configuration would fail to meet one of the project s core objectives by eliminating the opportunity to create a substantial public space near the Aquarium, and would severely limit the width of pedestrian and bicycle facilities in the northern portion of the Promenade due to narrow rights of way in that area. It would also fail the objective of connecting pedestrians directly from the Pike Place Market to the Promenade without an at-grade crossing of Alaskan Way. Page 263

4 I The purpose of the proposed Alaskan Way improvements is to provide safe, efficient, and reliable travel for all modes, consistent with Seattle s complete street policy. Because of the elimination of the Alaskan Way Viaduct, Alaskan Way will be required to serve additional traffic demand and replace the viaduct s surface connection to Belltown. This increase in north-south demand requires maintaining two general purpose lanes for vehicles and freight throughout the corridor. However, the street width has been kept as narrow as possible given the traffic functions that the roadway must accommodate. Alaskan Way is also a designated "Major Truck Street", and it will remain an important freight route through the City; therefore, mobility for freight is also an important component of this project. However, in addition to the transportation component improvements and pedestrian sidewalks included in the Main Corridor project, AWPOW would include the Promenade, Overlook Walk, and East-West Connections projects. The Promenade would be a continuous public space, designed for walking, sitting, gathering, and viewing the waterfront. There would be design features and landscaping to reflect the character of the surrounding areas. A linear canopy of trees would provide a buffer between the Promenade and the street. The Overlook Walk would include over an acre of public open space, provide active gathering spaces and elevated scenic viewing opportunities, and create a robust and accessible pedestrian connection with multiple ways to walk between Pike Place Market and the waterfront. The East-West Connections would provide better connections between the waterfront and downtown Seattle and enhance the pedestrian experience. AWPOW includes significant bicycle and pedestrian facilities while meeting the transportation needs of the corridor. Page 264

5 I The City acknowledges your concerns and has been working with the Waterfront Landings Homeowners Association regarding the design of the Pine Street extension and service road to the Waterfront Landings. The retaining wall for Pine Street would be between 25 and 55 feet away from the nearest units. The distance from the garage entrance to the south curb of the service road would be approximately 40 feet. The service road is designed to be wide enough for vehicles to travel in each direction. This information was shared with the Waterfront Landings Homeowners Association at a briefing in May The City will continue to coordinate with the Homeowners Association as treatments and plantings along the wall are considered. Page 265

6 I In response to public comments on the Draft EIS and in order to coordinate more closely with current planning for the Seattle Aquarium, the City developed an additional alternative for both the Main Corridor project and the Overlook Walk project. These alternatives, Main Corridor Alternative 2 and Overlook Walk Alternative 2, were analyzed in a Supplemental Draft EIS published in April After considering the public comments and environmental analyses, the City combined components of the Supplemental Draft EIS alternatives with the Draft EIS Action Alternative to form the Preferred Alternative that is presented in the Final EIS. The purpose of the proposed Main Corridor improvements on Alaskan Way is to provide safe, efficient, and reliable travel for all modes, consistent with Seattle s complete street policy. Because of the elimination of the viaduct, Alaskan Way will be required to serve additional traffic demand and replace the viaduct s surface connection to Belltown. This increase in north-south demand requires maintaining two general purpose lanes for vehicles and freight throughout the corridor. However, the street width has been kept as narrow as possible given the traffic functions that the roadway must accommodate. In addition, AWPOW would include the Promenade, Overlook Walk, and East-West Connections projects. The Promenade would be a continuous public space, designed for walking, sitting, gathering, and viewing the waterfront. There would be design features and landscaping to reflect the character of the surrounding areas. A linear canopy of trees would provide a buffer between the Promenade and the street. The Overlook Walk would include over an acre of public open space, provide active gathering spaces and elevated scenic viewing opportunities, and create a robust and accessible pedestrian connection with multiple ways to walk between Pike Place Market and the waterfront. The East-West Connections would provide better connections between the waterfront and downtown Seattle and enhance the pedestrian experience. AWPOW Page 266

7 includes significant bicycle and pedestrian facilities while meeting the transportation needs of the corridor. Page 267

8 I As stated in Section of the Draft EIS and Section 16.2 of the Final EIS, City policies do not require the replacement of parking spaces to mitigate the loss of parking as the result of AWPOW. The project would improve east-west pedestrian connections to downtown Seattle, which is served by dozens of King County Metro, Sound Transit, Community Transit, and Pierce Transit routes, in addition to Sound Transit Link Light Rail. Transit is anticipated on Alaskan Way, and the project would build accommodations to support local bus service along the waterfront. Transit providers will determine routes and the type of service that could be implemented in the future. The Preferred Alternative would also include a dedicated regional transit lane on Alaskan Way from S. King Street up to Columbia Street. As described in Section of the Final EIS, enhancements to transit service that are planned or proposed independent of AWPOW include the Madison Corridor bus rapid transit route, the Center City Connector streetcar line on First Avenue, the First Hill Streetcar line, and the Third Avenue Transit Corridor improvements. AWPOW will improve access to the Waterfront for mobility-impaired visitors by providing connections to the waterfront that are built to comply with the Americans with Disabilities Act (ADA) and include elevators to navigate steep slopes and reconstructed sidewalks. All pedestrian infrastructure, including sidewalks and intersection crossings along Alaskan Way, will be constructed to meet ADA requirements. As described in Final EIS Section 3.7.2, curbspace (parking, loading, or taxi) would be provided on Alaskan Way in multiple locations. Disabled parking spaces will be provided, but the exact locations of disabled parking spaces will be determined during later design stages. As described in Section 16.2 of the Final EIS, one measure that the City may consider to minimize the parking loss impact is to continue the use of e-park, which is an electronic guidance system displaying real-time parking availability information, and providing wayfinding to nearby off- Page 268

9 street parking spaces. Use of e-park can help visitors to the waterfront find available parking. Page 269

10 I As stated in Section of the Draft EIS and Section 16.2 of the Final EIS, City policies do not require the replacement of parking spaces to mitigate the loss of parking as the result of AWPOW. The project would improve east-west pedestrian connections to downtown Seattle, which is served by dozens of King County Metro, Sound Transit, Community Transit, and Pierce Transit routes, in addition to Sound Transit Link Light Rail. Transit is anticipated on Alaskan Way, and the project would build accommodations to support local bus service along the waterfront. Transit providers will determine routes and the type of service that could be implemented in the future. The Preferred Alternative would also include a dedicated regional transit lane on Alaskan Way from S. King Street up to Columbia Street. As described in Section of the Final EIS, enhancements to transit service that are planned or proposed independent of AWPOW include the Madison Corridor bus rapid transit route, the Center City Connector streetcar line on First Avenue, the First Hill Streetcar line, and the Third Avenue Transit Corridor improvements. AWPOW will improve access to the Waterfront for mobility-impaired visitors by providing connections to the waterfront that are built to comply with the Americans with Disabilities Act (ADA) and include elevators to navigate steep slopes and reconstructed sidewalks. All pedestrian infrastructure, including sidewalks and intersection crossings along Alaskan Way, will be constructed to meet ADA requirements. As described in Final EIS Section 3.7.2, curbspace (parking, loading, or taxi) would be provided on Alaskan Way in multiple locations. Disabled parking spaces will be provided, but the exact locations of disabled parking spaces will be determined during later design stages. As described in Section 16.2 of the Final EIS, one measure that the City may consider to minimize the parking loss impact is to continue the use of e-park, which is an electronic guidance system displaying real-time parking availability information, and providing wayfinding to nearby off- Page 270

11 street parking spaces. Use of e-park can help visitors to the waterfront find available parking. Page 271

12 I The on-street curb space along both sides of Alaskan Way between Columbia Street and Marion Street would be designated as loading zones. Section of the Final EIS describes the Colman Dock Transit Hub and the adjacent curb space along Alaskan Way that would be designed to accommodate general-purpose vehicles, transit, taxi, and ADA drop-offs and pick-ups. I The City agrees that the new Alaskan Way must be designed to support the transportation needs along the waterfront. The new Alaskan Way is designed to balance the demands for all modes of travel (passenger vehicles, freight, pedestrians, bicyclists, and transit) while minimizing impacts on each mode to the highest extent possible. Please see Chapter 3, Transportation and Parking, in the Final EIS to see how the AWPOW project accommodates freight, bus transit, ferry traffic and passenger vehicles. Page 272

13 I The AWPOW projects (Main Corridor, Promenade, Overlook Walk, and East-West Connections) are all components of the larger Waterfront Seattle Program. Please see the Waterfront Seattle website (waterfrontseattle.org/overview) for more information about the many projects that would be built to meet the City's vision for the waterfront. The Final EIS presents information on the Preferred Alternative for AWPOW. The purpose of the proposed Main Corridor improvements on Alaskan Way is to provide safe, efficient, and reliable travel for all modes, consistent with Seattle s complete street policy. Because of the elimination of the viaduct, Alaskan Way will be required to serve additional traffic demand and replace the viaduct s surface connection to Belltown. This increase in north-south demand requires maintaining two general purpose lanes for vehicles and freight throughout the corridor. However, the street width has been kept as narrow as possible given the traffic functions that the roadway must accommodate. In addition, AWPOW would include the Promenade, Overlook Walk, and East-West Connections projects. The Promenade would be a continuous public space, designed for walking, sitting, gathering, and viewing the waterfront. There would be design features and landscaping to reflect the character of the surrounding areas. A linear canopy of trees would provide a buffer between the Promenade and the street. The Overlook Walk would include over an acre of public open space, provide active gathering spaces and elevated scenic viewing opportunities, and create a robust and accessible pedestrian connection with multiple ways to walk between Pike Place Market and the waterfront. The East-West Connections would provide better connections between the waterfront and downtown Seattle and enhance the pedestrian experience. AWPOW includes significant bicycle and pedestrian facilities while meeting the transportation needs of the corridor. Page 273

14 I Please see Draft EIS comment letter C-014 for responses to the Waterfront Landings comment letter that raised concerns about the project's impacts on the Waterfront Landing community. In response to your request that the City return to the original plan to have an access road connect further south, Section of the Supplemental Draft EIS discussed the concept of connecting northern Alaskan Way and Elliott Way via an intersection near Pike Street, and explained why the City is no longer considering it. That configuration would fail to meet one of the project s core objectives by eliminating the opportunity to create a substantial public space near the Aquarium. It would also fail the objective of connecting pedestrians directly from the Pike Place Market to the Promenade without an at-grade crossing of Alaskan Way. During the development of Waterfront Seattle and the AWPOW projects, the City has engaged in ongoing coordination with the Waterfront Landings Homeowners Association, including meetings to discuss the Draft and Supplemental Draft EISs in July 2015 and May 2016, respectively. The City of Seattle will continue to coordinate with the Waterfront Landings to address concerns as the project progresses. Page 274

15 I The Overlook Walk will be a pedestrian overpass, providing a gradeseparated pedestrian connection from Pike Place Market to the waterfront. The Marion Street Pedestrian Bridge near Colman Dock also cross over Alaskan Way. At the Lenora Street, an existing pedestrian bridge connects the downtown core to the east side of Alaskan Way. As part of the East-West Connections project, a pedestrian bridge is proposed at Union Street and would connect the downtown core to the east side of Alaskan Way. Pedestrian crossings at other locations along Alaskan Way would be via signalized crosswalks. I The AWPOW projects do not include a fishing pier. The Waterfront Seattle Program proposes to rebuild Pier 62/63 and would also include a new floating dock. Please see the Pier 62/63 Phase 1 Rebuild page on the Waterfront Seattle website (waterfrontseattle.org) for more information about this project. Page 275

16 I As described in Section of the Draft EIS, proposed improvements along Alaskan Way include northbound ferry queuing lanes between S. King Street and Yesler Way, which include double left-turn lanes between S. Main Street and Yesler Way. Page 276

17 I Your support for the Overlook Walk and East-West Connections projects is noted. The City of Seattle agrees that they are integral components of AWPOW. I The new Alaskan Way is designed to balance the demands for all modes of travel (passenger vehicles, freight, pedestrians, bicyclists, and transit) while minimizing impacts on each mode to the highest extent possible. AWPOW would include new pedestrian, bicycle, and transit facilities. These improvements would support and encourage the presence of pedestrians and bicyclists along the waterfront. The Preferred Alternative includes building accommodations to support local bus service along the waterfront. Transit providers will determine routes and the type of service that could be implemented in the future. AWPOW would also improve east-west pedestrian connections to the Center City Connector and downtown Seattle, which is served by dozens of King County Metro, Sound Transit, Community Transit, and Pierce Transit routes, in addition to Sound Transit Link Light Rail. Alaskan Way would also include a dedicated regional transit lane from S. King Street up to Columbia Street. Page 277

18 I In response to comments on the Draft EIS expressing concern about the width of Alaskan Way, the City developed and evaluated an additional alternative (Main Corridor Alternative 2) that reduces the width of the southern portion of Alaskan Way between S. King Street and Columbia Street by removing the dedicated transit lanes south of Columbia Street. Transit would operate in the general-purpose lanes. Please see the Supplemental Draft EIS for the evaluation of Main Corridor Alternative 2. The purpose of the proposed Alaskan Way improvements is to provide safe, efficient, and reliable travel for all modes, consistent with Seattle s complete street policy. Because of the elimination of the Alaskan Way Viaduct, Alaskan Way will be required to serve additional traffic demand and replace the viaduct s surface connection to Belltown. This increase in north-south demand requires maintaining two general purpose lanes for vehicles and freight throughout the corridor. However, the street width has been kept as narrow as possible given the traffic functions that the roadway must accommodate. Crosswalks would be provided on each leg of all intersections (except on the south side of Yesler Way, where the two ferry left-turn lanes would be located) and would be clearly delineated to improve pedestrian safety and comfort; a landscaped center median would provide a refuge area at crossings. The relatively wide sidewalks and median include landscaping and street trees that would help to visually offset the width of the roadway in this area by buffering pedestrians and bicyclists from traffic. The implementation of a reservation system at Colman Dock is under the purview of WSDOT Ferries Division. At this time, such a system is not planned at Colman Dock. The Preferred Alternative in the Final EIS includes two dedicated lanes for ferry queuing on northbound Alaskan Way between S. Washington Street and the main entrance to Colman Dock at Yesler Way. The added lane capacity would increase overall Page 278

19 ferry vehicle holding capacity and improve operations on the roadway during times when ferry traffic is high. I Please see the response to comment I As part of the design process, the width of the lanes has been reviewed and narrowed in some areas. Depending on the location, the width of the general-purpose lanes vary from 10 to 12 feet wide to best accommodate the multiple uses in the corridor including freight and transit. Alaskan Way will continue to be designated as a Major Truck Street. I The methodology used for the EIS analysis, including the traffic operations analysis, was approved by a multi-agency review committee facilitated by the City of Seattle that consisted of the City, WSDOT, Washington State Ferries (WSF), King County Metro, and the Port of Seattle. Establishing multimodal standards is a Citywide policy issue requiring analysis and decision-making beyond the scope of the AWPOW project. The transportation analysis used level of service and travel time to determine impacts to automobile and freight vehicles. The transportation analysis also included an analysis of the impacts to public transportation, water transportation services, rail, emergency services, and nonmotorized users. The nonmotorized transportation analysis evaluated access, circulation, and safety for pedestrian and bicyclists within the AWPOW study area. Details on the transportation methodology are summarized in Chapter 4 of the Transportation Discipline Report. Please refer to Final EIS Section for the analysis of the Preferred Alternative's nonmotorized impacts. Page 279

20 I The City of Seattle is working to improve and connect trail and bicycle facilities throughout the city. The proposed bicycle facility would be 12 feet wide along the waterfront. At S. King Street, the bicycle facility constructed by AWPOW would connect to the Portside Trail, the existing path on the west side of Alaskan Way S. While the link to the Elliott Bay Trail north of the project footprint is not part of this project, city staff are aware and looking at possibilities for connecting nearby trails. As described in Section of the Draft EIS, the Colman Dock Transit Hub would accommodate the heavy pedestrian, bicycle, and vehicle traffic coming through the Yesler Way, Columbia Street, and Marion Street intersections. The area s primary design features would be a grouping of trees, seating, and bicycle parking and rental facilities. Bicycle parking will be provided along the Promenade. The specific location and amount of bicycle parking will be determined at later design stages. I The Preferred Alternative plans include extensive plantings throughout the project corridor. There will be a linear canopy of trees, providing a buffer between the Promenade and the street. The species mix used for plantings along the Promenade, sidewalks, and medians will include native species, along with non-native, non-invasive, and salt-tolerant species. I In response to public comments on the Draft EIS and in order to coordinate more closely with current planning for the Seattle Aquarium, the City developed an additional alternative for the Overlook Walk project. This alternative, Overlook Walk Alternative 2, was analyzed in a Supplemental Draft EIS published in April After considering the Page 280

21 public comments and environmental analyses, the City has included Overlook Walk Alternative 2 as part of the Preferred Alternative presented in the Final EIS. Page 281

22 I The City of Seattle will continue to coordinate with Waterfront Landings residents to address concerns throughout project design and construction. Mitigation for construction impacts is described in Section 16.1 of the Final EIS. The up to 4-month closure of Alaskan Way between Pike and Pine Street to general purpose traffic would be a short term construction condition; the City understands this will be challenging stage of construction for Waterfront Landings residents. The detour for vehicles accessing the waterfront north of Pine Street from the south is feasible, as vehicles would be able to travel along the newly constructed Elliott Way to Wall, Vine, Clay, or Broad streets to reach the northern portion of Alaskan Way. While this detour might temporarily result in more congestion on east-west streets, it would be clearly marked and would provide alternative access routes for access to the north waterfront. To reach I-5 during this closure, Waterfront Landings would have to travel north using the detour to reach the downtown street grid where they could choose several different routes to access I-5. During construction of the Pine Street extension, emergency vehicles will be able to travel on the west side of the construction zone to access the northern portion of Alaskan Way. This would avoid potential delays caused by train blockages at east-west crossings of the BNSF tracks north of Pine Street. Additional details of emergency vehicle access during construction will be developed in the Traffic Management Plan and coordinated with the contractor. Page 282

23 I It is unknown how the construction of the Overlook Walk would affect any rodents that may live on the hillside under the Pike Place Market. King County Public Health responds to complaints about neighborhood rodent issues in Seattle; please contact that department if rats are seen outdoors. Page 283

24 I Although existing on- and off-street parking in the vicinity of Waterfront Landings would be eliminated by the project, the complex does have some guest parking spaces on its property. As described in Section of the Final EIS, when parking demand is at its peak, the reduction in parking supply means that some motorists may need to park off-street within parking Zone 4 or travel farther to find available onstreet parking. However, after completion of AWPOW, visitors would still be able to arrive via car and park on- and off-street near the waterfront. Approximately 590 on-street spaces and 2,880 off-street spaces are expected to remain available on weekdays and weekends during the morning and afternoon peak time periods, which is sufficient to accommodate the expected demand. At the new Alaskan Way/Elliott Way and Pine Street intersection, the retaining wall would be approximately 19 feet high at its highest point, on the eastern end. The wall would slope downward from this point to a height of approximately 5 feet near the southwest corner of Waterfront Landings southernmost building before reaching grade level at the intersection of Pine Street and Alaskan Way. The wall would be between 25 and 55 feet away from the nearest units. This information was shared with the Waterfront Landings Homeowners Association at a briefing in May The City will continue to coordinate with the Homeowners Association as treatments and plantings along the wall are considered. I With the Preferred Alternative in operation, the area to the east of the Waterfront Landings buildings that is currently beneath the Alaskan Way Viaduct would not have through access via the Pine Street staircase, as it does today, and would only be accessible from the Waterfront Landings service road. This would provide the complex with greater control over use of the space behind the buildings. As discussed with the Waterfront Landings Homeowners Association, the City is evaluating Page 284

25 further access control measures, such as a gate across the service road near the southeast building corner past the garage entrance, in order to limit unauthorized access to the service vehicle/loading zone area behind the buildings. I AWPOW would change but not restrict access. Two options for elevator access between Waterfront Landings and the Pike Place Market would be provided under the Preferred Alternative. To avoid climbing hills altogether, residents and visitors could cross Alaskan Way in front of the complex, travel south along the Promenade, and ascend a new elevator near the south side of the Overlook Walk structure. Alternatively, they could walk up the Pine Street extension and across Elliott Way to reach the new elevator in Building B or the existing elevator along the south side of the Public Market Parking Garage. This option would be more direct, but would involve an ascent of approximately 20 feet. Elevator access would also remain available at Lenora Street, to the north of the complex. I Section of the Supplemental Draft EIS discussed the concepts and alternatives that have been considered for the Overlook Walk, including the concept of connecting northern Alaskan Way and Elliott Way via an intersection near Pike Street. That configuration would fail to meet one of the project s core objectives by eliminating the opportunity to create a substantial public space near the Aquarium, and would severely limit the width of pedestrian and bicycle facilities in the northern portion of the Promenade due to narrow rights of way in that area. It would also fail the objective of connecting pedestrians directly from the Pike Place Market to the Promenade without an at-grade crossing of Alaskan Way. Page 285

26 I The two-way protected bicycle facility on the south side of the Pine Street extension does end just north of the Pine Street extension, and bicycles and pedestrians would have to mix. At this location north of the Pine Street extension along the west side of Alaskan Way, the Promenade and light-penetrating surface (LPS) panels would be approximately 29.5 feet wide with a 3.5-foot planted buffer between the Promenade and Alaskan Way. (Note: The LPS panels are being installed by the Elliott Bay Seawall Project.) This width is expected to accommodate safe travel by both bicyclists and pedestrians. Also, while the link to the Elliott Bay Trail north of the project footprint is not part of this project, city staff are aware and looking at possibilities for connecting nearby trails. I As described in the Final EIS, construction of AWPOW would result in impacts to businesses, residents, and visitors along the waterfront, but construction would be temporary and carried out in phases. The City recognizes that the residents of Waterfront Landings would experience many changes to your community's surroundings as a result of this project. Environmental impacts of these changes are captured in the EIS documents, as they fit into the SEPA analysis (such as transportation, parking, safety, and noise). However, the emotional effects of having to adapt to change are harder to capture as they vary by person. Minimization and mitigation measures are described in Chapter 16 of the Final EIS. As AWPOW moves forward through the planning, design and construction process, the City of Seattle will continue to coordinate with the Waterfront Landings to address concerns. Page 286

27 I AWPOW is designed to balance the demands for all modes of travel (passenger vehicles, freight, pedestrians, bicyclists, and transit) while minimizing impacts on each mode to the highest extent possible. AWPOW would include new pedestrian, bicycle, and transit facilities. The Pine Street extension is being designed to balance the needs of a wide variety of users and the local community. AWPOW improvements would support and encourage the presence of pedestrians and bicyclists along the waterfront, which could benefit some residents. The City of Seattle will continue to coordinate with Waterfront Landings residents to address concerns as the project progresses. I With the Preferred Alternative in operation, the area to the east of the Waterfront Landings buildings that is currently beneath the Alaskan Way Viaduct would not have through access via the Pine Street staircase, as it does today, and would only be accessible from the Waterfront Landings access road. This would provide the complex with greater control over use of the space behind the buildings. As discussed with the Waterfront Landings Homeowners Association, the City is evaluating further access control measures, such as a gate across the service road near the southeast building corner past the garage entrance, in order to limit unauthorized access to the service vehicle/loading zone area behind the buildings. I At the new Alaskan Way/Elliott Way and Pine Street intersection, the retaining wall would be approximately 19 feet high at its highest point, on the eastern end. The wall would slope downward from this point to a height of approximately 5 feet near the southwest corner of Waterfront Landings southernmost building before reaching grade level at the intersection of Pine Street and Alaskan Way. The wall would be between 25 and 55 feet away from the nearest units. This information was shared Page 287

28 with the Waterfront Landings Homeowners Association at a briefing in May The City will continue to coordinate with the Homeowners Association as treatments and plantings along the wall are considered. I Although existing on- and off-street parking in the vicinity of Waterfront Landings would be eliminated by the project, the complex does have some guest parking spaces on its property. As described in Section of the Final EIS, when parking demand is at its peak, the reduction in parking supply means that some motorists may need to park off-street within parking Zone 4 or travel farther to find available on-street parking. However, after completion of AWPOW, visitors would still be able to arrive via car and park on- and off-street near the waterfront. Approximately 590 on-street spaces and 2,880 off-street spaces are expected to remain available on weekdays and weekends during the morning and afternoon peak time periods, which is sufficient to accommodate the expected demand. I The two-way protected bicycle facility on the south side of the Pine Street extension does end just north of the Pine Street extension, and bicycles and pedestrians would have to mix. At this location north of the Pine Street extension along the west side of Alaskan Way, the Promenade and light-penetrating surface (LPS) panels would be approximately 29.5 feet wide with a 3.5 foot planted buffer between the Promenade and Alaskan Way. (Note: The LPS panels are being installed by the Elliott Bay Seawall Project.) This width is expected to accommodate safe travel by both bicyclists and pedestrians. Also, while the link to the Elliott Bay Trail north of the project footprint is not part of this project, city staff are aware and looking at possibilities for connecting nearby trails. Page 288

29 I The City acknowledges your concerns. The analysis of a project s financial feasibility is not a consideration in the environmental analysis required by SEPA. However, separate from the EIS process, the City is optimizing costs and developing funding strategies and for the AWPOW projects. The Waterfront Seattle website contains a budget overview ( Page 289

30 I Under the Preferred Alternative, sidewalks would be located along both sides of Alaskan Way and Pine Street. Residents will be able to cross Alaskan Way at a designated crosswalk if they choose to walk to the waterfront. I The City acknowledges your concerns and has been working with the Waterfront Landings Homeowners Association regarding the design of the Pine Street extension and service road along the south end of the Waterfront Landings. As shown in Chapter 3 of the Draft and Final EISs, traffic modeling indicates that in 2030 most traffic traveling to and from Alaskan Way south of Pine Street would continue along Elliott Way. This path follows the existing route of the Alaskan Way Viaduct. Traffic volumes on Elliott Way in 2030 (along with noise levels and air emissions) would be considerably less than those on the viaduct today, because once the AWVRP project is completed through traffic would use the bored tunnel. Under the Preferred Alternative during the PM peak hour, approximately 615 vehicles are expected to travel along the Pine Street connector between Alaskan Way and Elliott Way (Final EIS Figure 3-8). The service road along the south end of the Waterfront Landings is being designed to meet all applicable safety standards. It will continue to be wide enough for vehicles to travel in each direction. Waste collection trucks, delivery service vehicles, moving vans, and other types of vehicles are expected to access the area in a similar manner as they do today. With the Preferred Alternative in operation, the area to the east of the Waterfront Landings buildings that is currently beneath the Alaskan Way Viaduct would not have through access via the Pine Street staircase, as Page 290

31 it does today, and would only be accessible from the Waterfront Landings access road. This would provide the complex with greater control over use of the space behind the buildings. As discussed with the Waterfront Landings Homeowners Association, the City is evaluating further access control measures, such as a gate across the service road near the southeast building corner past the garage entrance, in order to limit unauthorized access to the service vehicle/loading zone area behind the buildings. At the new Alaskan Way/Elliott Way and Pine Street intersection, the retaining wall would be approximately 19 feet high at its highest point, on the eastern end. The wall would slope downward from this point to a height of approximately 5 feet near the southwest corner of Waterfront Landings southernmost building before reaching grade level at the intersection of Pine Street and Alaskan Way. The wall would be between 25 and 55 feet away from the nearest units. This information was shared with the Waterfront Landings Homeowners Association at a briefing in May The City will continue to coordinate with the Homeowners Association as treatments and plantings along the wall are considered. Please see Chapter 6 of the Final EIS for more information on the noise analysis. Noise levels were modeled for several locations at the Waterfront Landings complex including at ground level and inside a unit. Noise levels modeled at the ground level location near the south end of the complex are anticipated to decrease by about 5 dba under the Preferred Alternative. Noise levels are also anticipated to be lower in units facing the water. Noise levels measured at unit #515, which is on the west side of the complex, would decrease by approximately 3 dba under the Preferred Alternative. Units in the complex with eastern noise exposure (assumed to be up to 77 units) are expected to see an increase of up to 5 dba compared to the No Action Alternative, due to the new connection to Elliott Way. In a broader perspective, it is important to note that the overall noise levels in this area under the Page 291

32 Preferred Alternative would still be up to 12 dba lower than current noise levels with the viaduct in operation. No air quality impacts are expected to result from operation of the Preferred Alternative. Page 292

33 I Thank you for your comment and support for bike lanes. The City of Seattle is working to improve and connect trail and bicycle facilities throughout the city. At S. King Street, the bicycle facility constructed by AWPOW would connect to the Portside Trail, the existing path on the west side of Alaskan Way S. While the link to the Elliott Bay Trail north of the project footprint is not part of this project, city staff are aware and looking at possibilities for connecting nearby trails. Page 293

C C C

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