HomeMy WebLinkAboutAppendix Y - Visual Quality DR
I-405, Renton Nickel Improvement Project, I-5 to SR 169
VISUAL QUALITY DISCIPLINE REPORT
October 2005
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VISUAL QUALITY DISCIPLINE REPORT
I-405, Renton Nickel Improvement Project
Prepared for
Washington State Department of Transportation, Urban
Corridors Office
And
Federal Highway Administration
Prepared by
Jon Gage, DMJM Harris
October 26, 2005
Title VI
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prohibiting discrimination against any person on the basis of race, color, national
origin or sex in the provision of benefits and services resulting from its federally
assisted programs and activities. For questions regarding WSDOT's Title VI
Program, you may contact the Department's Title VI Coordinator at 360. 705.7098.
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If you would like copies of this document in an alternate format—large print, Braille,
cassette tape, or on computer disk, please call 360.705.7097. Persons who are deaf
or hard of hearing, please call the Washington State Telecommunications Relay
Service, or Tele-Braille at 7-1-1, Voice 1.800.833.6384, and ask to be connected to
360.705.7097.
Renton Nickel Improvement Project
Visual Quality Discipline Report i
T ABLE OF C ONTENTS
Glossary.............................................................................................................................................................................iii
Acronyms and Abbreviations Used in this Report .........................................................................................................v
Introduction........................................................................................................................................................................1
What is the Renton Nickel Improvement Project? ...........................................................................................................1
What is the No Build Alternative?................................................................................................................................2
What is the Build Alternative?.....................................................................................................................................2
How will stormwater from the project be managed? .................................................................................................12
What environmental and utilities issues influenced the project design and what was done to avoid
and minimize project effects?....................................................................................................................................13
What is planned for wetland and stream mitigation?.....................................................................................................16
What benefits will the project provide?......................................................................................................................17
How will the project incorporate community design preferences?.............................................................................17
How will the project be constructed?.........................................................................................................................18
Why do we consider visual quality as we plan this project?...........................................................................................19
What are the key points of this report?..........................................................................................................................20
Existing Conditions.........................................................................................................................................................22
What is the FHWA visual quality assessment method?.................................................................................................22
What are the tools & vocabulary used for this method? ................................................................................................23
How was the visual assessment information collected?................................................................................................25
How were the simulation viewpoints selected?..............................................................................................................26
What area was studied?................................................................................................................................................27
What government regulations apply to the views and visual characteristics within the study area?..............................28
What is the current visual character of the study area?.................................................................................................29
What is the current visual quality of the study area? .....................................................................................................31
Viewpoints from the road ..........................................................................................................................................33
Viewpoints toward the road.......................................................................................................................................34
What is the viewer sensitivity in the study area? ...........................................................................................................36
Freeway users (view from road)................................................................................................................................36
Freeway neighbors (view toward road).....................................................................................................................36
Potential Effects...............................................................................................................................................................38
How will project construction temporarily affect visual quality and aesthetics? .............................................................38
What are the potential effects on structures, vegetation, and views due to the project?...............................................38
Viewpoints from the road ..........................................................................................................................................40
Viewpoints toward the road.......................................................................................................................................42
Will the project create new sources of shadow, glare, or light?.....................................................................................46
How would the No Build Alternative affect visual quality?..............................................................................................47
Will the project have indirect effects on visual quality?..................................................................................................47
Measures to Avoid or Minimize Project Effects ............................................................................................................48
What has been done to avoid or minimize negative effects?.........................................................................................48
How will the project compensate for unavoidable negative effects?..............................................................................49
References........................................................................................................................................................................52
TABLE OF CONTENTS
Renton Nickel Improvement Project
ii Visual Quality Discipline Report
Appendices
A – Visual Quality Matrices
E XHIBITS
Exhibit 1. Project Vicinity Map..........................................................................................................................................1
Exhibit 2. Project Overview Section 1..............................................................................................................................3
Exhibit 3. Project Overview Section 2..............................................................................................................................4
Exhibit 4. Project Overview Section 3..............................................................................................................................5
Exhibit 5. Project Overview Section 4..............................................................................................................................6
Exhibit 6. Project Overview Section 5..............................................................................................................................7
Exhibit 7. Project Overview Section 6..............................................................................................................................8
Exhibit 8. Project Overview Section 7..............................................................................................................................9
Exhibit 9. Project Overview Section 8............................................................................................................................10
Exhibit 1. Topographic Viewshed Overview....................................................................................................................27
Exhibit 2. Land Use and Character.................................................................................................................................30
Exhibit 3. Topographic Viewshed Enlargement (west section).......................................................................................32
Exhibit 4. Topographic Viewshed Enlargement (south and east sections).....................................................................33
Exhibit 5. Potential Visual Quality Effects Ratings.........................................................................................................46
Renton Nickel Improvement Project
Visual Quality Discipline Report iii
GLOSSARY
Abutment Earth retaining wall structure which supports the end of a bridge.
Bent A bridge support consisting of a column or multiple columns and a cap.
Context Sensitive Solutions A model for transportation project development that has recently received much
discussion and broad acceptance. Its essence is that a proposed transportation
project must be planned not only for its physical aspects as a road serving specific
transportation objectives, but also for its effects on the aesthetic, social, economic, and
environmental values, needs, constraints, and opportunities in a larger community
setting.
Corridor Road or highway right-of-way and the adjacent area that is visible from and extending
along the highway. The distance the corridor extends from the highway could vary
with different intrinsic qualities.
Intactness Measures the visual integrity of the natural and human-built landscape and its freedom
from encroaching elements. High intactness means that the landscape is free of
eyesores and is not broken up by features that are out of place. Intactness is rated on
a scale of 1 to 7, with 7 indicating a highly intact (desirable) landscape that contains no
distractive elements.
Land Use Thought of as the type of activity (i.e., residential, commercial, or industrial) that
occurs on property.
Landscape Landform and landcover forming a distant visual pattern. Landcover comprises water,
vegetation and manmade development, including cities.
Landscape Units Subunits of a study area that make evaluation of the entire study area easier. Visual
character and visual continuity define these landscape units. For this report, the study
area was divided into three geographical sections instead of landscape units.
Noise Wall Designed wall that acts as a noise buffer between populated areas of a city and the
highway system running through those areas.
Pier A vertical column which supports a bridge.
Retaining wall Structure used to retain earth in areas where natural grade cannot be maintained.
Right-of-way Land legally established for public use by pedestrians, vehicles, or utilities.
Semiurban Landscape Landscape characterized by intermixed built and natural or naturalized elements, with
built elements prevailing.
Span Section of a superstructure between two supports; also, length between supports.
Simulation Simulations (for this report) are illustrations based on photographs taken of selected
viewpoints. They illustrate the probable changes due to the project and the relative
scales of the existing and proposed features apparent from the viewpoints.
Unity Measures the degree of visual coherence and compositional harmony of the
landscape when considered as a whole. High unity frequently reflects the careful
design of individual components and their relationship in the landscape.
Urban Landscape Landscape characterized predominantly by built elements.
GLOSSARY
Renton Nickel Improvement Project
iv Visual Quality Discipline Report
Views What can be seen of the project’s study area either from the road or toward the road.
Sensitive or special views, some of which are listed in municipal codes, are identified
for use in simulations.
Viewers People who have views of the project. Viewers are usually discussed in terms of
general categories of activities, such as resident, boater, jogger, or motorist, and are
referred to as “viewer groups.”
Viewer Location Evaluated based on viewer position, distance to resource, and direction. Position is
typically categorized as superior (looking down at the resource), normal (looking level
at the resource), or inferior (looking up at the resource). Distance to the visual
resource is categorized as foreground, middle ground, and background. View
direction is identified by cardinal direction (north, south, east, or west).
Viewer Sensitivity When fewer people see a defined view or they are not particularly concerned about the
view, low viewer sensitivity results. High viewer sensitivity results when many viewers
see a view frequently or for long periods, and are very aware of and concerned about
a view. Viewer sensitivity does not imply support for or opposition to a proposed
project. Rather viewer sensitivity is a neutral term and represents an important
parameter in assessing visual quality.
Viewpoint The position of the viewer. For example, a pedestrian with a viewpoint on the Benson
Road overpass looking southbound has a view of Renton’s Talbot Hill Neighborhood
and commercial areas.
Viewshed The area visible from the project and the area from which the project can be seen.
Viewer Groups Classes of viewers differentiated by their visual response to I-405 and its setting.
Visual Effect The degree of change in visual resources and viewer response to those resources
caused by highway development and operations.
Visual Quality The essential character of a landscape as perceived by sight and analyzed through
visual quality analysis. While many factors contribute to a landscape’s visual quality,
they can ultimately be grouped under three headings: vividness, intactness and unity.
Visual Character Describes impartially what exists within the landscape. The existing visible natural and
built landscape features and their relationships define visual character. These
relationships consider dominance, scale, diversity, and continuity to further define
character.
Visual Quality Assessment
Matrix
An evaluation tool that assigns a numeric rate to physical aspects (e.g., vividness,
intactness, and unity) of the viewpoints.
Vividness Describes how the elements of landform, water, vegetation, and human development
combined to form a memorable composition. For example, a view including a graceful
bridge over the Green River, framed by hills on each side, with mature trees is
considered vivid because the combined effect is memorable.
Renton Nickel Improvement Project
Visual Quality Discipline Report v
ACRONYMS AND
ABBREVIATIONS USED IN THIS REPORT
CSS Context Sensitive Solutions
EA Environmental Assessment
EIS Environmental Impact Statement
EPM Environmental Procedures Manual
FHWA Federal Highway Administration
GIS Geographic Information System
HOV High Occupancy Vehicle
NEPA National Environmental Policy Act
ROW Right-of-way
RCP Roadside Classification Plan
SEPA State Environmental Policy Act
USDOT U.S. Department of Transportation
USGS U.S. Geological Survey
WSDOT Washington State Department of Transportation
Renton Nickel Improvement Project
vi Visual Quality Discipline Report
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Renton Nickel Improvement Project
Visual Quality Discipline Report 1
INTRODUCTION
What is the Renton Nickel Improvement Project?
The Renton Nickel Improvement Project is a highway expansion project that will
improve mobility and safety through Tukwila and Renton. On I-405, this project
begins just east of the I-5/I-405 interchange in Tukwila and extends north past the
Cedar River to the SR 169 (Maple Valley Highway) interchange. The project will build
an additional lane both northbound and southbound between I-5 and SR 169. On
SR 167, the project will extend the southbound high-occupancy vehicle (HOV) lane
north to I-405 and add a southbound auxiliary lane from I-405 to the SW 41st Street
off-ramp. These limits comprise the study area for the project.
Prior to planning this specific project, WSDOT created the I-405 Corridor Program.
This program provides a comprehensive strategy to reduce congestion and improve
mobility throughout the I-405 corridor. The corridor begins at the I-5 interchange in
the city of Tukwila and extends northward 30 miles to the I-5 interchange in the city of
Lynnwood. The program’s purpose is to provide an efficient, integrated, and
multimodal system of
transportation solutions.
Using the I-405 Corridor
Program’s Selected
Alternative as the Master
Plan to improve I-405,
WSDOT developed
relatively low cost,
congestion relief roadway
improvements as an interim
step in achieving the Master
Plan. As part of this effort,
WSDOT began to define
the Renton Nickel
Improvement Project. The
Renton Nickel Improvement
Project was developed as
part of a first step in
providing a focused strategy
to improve I-405 between
I-5 in Tukwila and SR 169 in
Renton and SR 167
southbound from I-405 to
SW 41st Street, see Exhibit
1. This discipline report
analyzes two project
alternatives: the No Build
Alternative and the Build
Alternative.
Exhibit 1. Project Vicinity Map
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Interurban TrailCedar River Interpretive Trail
Panther
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Green River TrailBlack River
Riparian Forest
Fort
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Cedar
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Liberty
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SW 41st St
S W 3 4 t h S t
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SW 16th St
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Southern
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INTRODUCTION
Renton Nickel Improvement Project
2 Visual Quality Discipline Report
What is the No Build Alternative?
The No Build Alternative assumes that only routine
activities such as road maintenance, repair, and safety
improvements would take place over the next 20 years.
This alternative does not include improvements to increase
roadway capacity or reduce congestion. For these
reasons, it does not satisfy the project’s purpose—improve
I-405 between I-5 in Tukwila and SR 169 in Renton and
SR 167 southbound from I-405 to SW 41st Street.
The No Build Alternative has been evaluated in this
discipline report to establish a baseline for comparing
the effects associated with the Build Alternative.
What is the Build Alternative?
The new lanes that will be built under this project are:
An I-405 northbound general-purpose (GP)
lane from I-5 to the SR 167 off-ramp.
An I-405 northbound auxiliary lane from the
SR 167 to I-405 on-ramp to the SR 169 off-ramp.
An I-405 southbound auxiliary lane from the
SR 169 to I-405 on-ramp to the SR 167 off-ramp.
An I-405 southbound GP lane from the SR 167
to I-405 on-ramp to the I-5 off-ramp.
A SR 167 southbound auxiliary lane from I-405 to the
SW 41st Street off-ramp. Also, the existing inside
HOV lane will be extended north to I-405 from its
present starting point in the vicinity of SW 21st Street.
See Exhibits 2 through 9 show the project features. In
addition to adding lanes to I-405 and SR 167, this project
will provide the following improvements.
Improve Interchanges
Minor modifications will be made to the ramps at the
SR 167 interchange:
The one-lane ramp from northbound I-405 to
SR 167 will be widened to a 2-lane off
connection, which provides a dedicated lane to
southbound SR 167 and a dedicated lane to
northbound Rainer Avenue. See Exhibit 5.
Traffic from two consecutive single-lane on-
ramps from southbound I-405 to SR 167 will be
separated by a concrete barrier. This will
provide a smoother transition to the mainline
and reduce congestion on the on-ramps.
What is an auxiliary lane?
An auxiliary lane is a lane added between
interchanges—from one on-ramp to the
next off-ramp. It is dedicated to traffic
entering and leaving the freeway and
provides motorists with more time and
extra room to accelerate or decelerate
and merge when getting on and off the
freeway.
89:P 89:T
Existing On-ramp On-ramp with
proposed auxiliary
lane
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 3
T u k w i l a P a r k w a y
I-405
Southern
Project Limit
at I-5
Gilliam Creek
Cottage Creek
Westfield
Shoppingtown MallSouthcenter ParkwaySouthcenter Blvd 65th Ave STUKWILA
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I-405 Northboundbound Improvements:
A general-purpose lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside at
some locations.
I-405 Southbound Improvements:
A general-purpose lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside at
some locations. M0250500
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I-405 NORTHBOUND
Existing
Proposed
I-405 SOUTHBOUND
Existing
Proposed
Renton
Renton
Piped River/Creek Channel
Open River/Creek Channel
Ecology EmbankmentÃÃÃÃÃÃÃÃÃÃÃÃ
Retaining Wall
Stormwater Flow Control
Facility
New Pavement
Easement Acquisition
Parcel Acquisition
Existing ROW
Areas of Construction
New ROW
Exhibit 2. Project Overview Section 1
INTRODUCTION
Renton Nickel Improvement Project
4 Visual Quality Discipline Report ÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃInterurban TrailFort
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I-405 Northbound Improvements:
A general-purpose lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside at
some locations.
I-405 Southbound Improvements:
A general-purpose lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside at
some locations. M0250500
Feet
I-405 SOUTHBOUND
Existing
Proposed
Renton
Renton
I-405 NORTHBOUND
Existing
Proposed
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Retaining Wall
Piped River/Creek Channel
Open River/Creek Channel
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Stormwater Flow Control
Facility
New Pavement
Areas of Construction
Easement Acquisition
Parcel Acquisition
Existing ROW
New ROW
Exhibit 3. Project Overview Section 2
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 5
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SW 16th St
S W G r a d y W a y
SW G ra d y W a y
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I-405 Northbound Improvements:
A general-purpose lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside at
some locations. The existing Springbrook Creek and Oakesdale
Avenue bridges will be replaced and the existing culvert will be
removed.
I-405 Southbound Improvements:
A general-purpose lane will be added by restriping the existing
pavement and adding pavement up to 70 feet to the outside at
some locations. The existing Springbrook Creek and Oakesdale
Avenue bridges will be replaced and the existing culvert will be
removed.M0250500
Feet
I-405 SOUTHBOUND
Existing
Proposed
Renton
Renton
I-405 NORTHBOUND
Existing
Proposed
Piped River/Creek Channel
Open River/Creek Channel
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Retaining Wall
Stormwater Flow Control
Facility
New Pavement
Areas of Construction
Easement Acquisition
Parcel Acquisition
Existing ROW
New ROW
Exhibit 4. Project Overview Section 3
INTRODUCTION
Renton Nickel Improvement Project
6 Visual Quality Discipline Report
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I-405 Northbound Improvements:
A general-purpose lane will be added up to the SR 167 interchange and an auxiliary lane
will be added from the SR 167 to I-405 on-ramp north. These lanes will be added by
restriping the existing pavement and adding pavement up to 15 feet to the outside at
some locations.
I-405 Southbound Improvements:
An auxiliary lane will be added up to the I-405 to SR 167 on-ramp and a general-purpose
lane will be added south of the interchange. These lanes will be added by restriping the
existing pavement and adding pavement up to 15 feet to the outside at some locations.
SR 167 Southbound Improvements:
An auxiliary lane will be added by restriping existing pavement and adding up to 19 feet
of pavement at the outside at some locations. The existing HOV lane will be extended
north from SW 21st Street to the interchange with I-405.M0250500
Feet
I-405 SOUTHBOUND
Existing
Proposed
Renton
Renton
I-405 NORTHBOUND
Existing
Proposed
SR 167 SOUTHBOUND
Existing
Proposed
Renton
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Piped River/Creek Channel
Open River/Creek Channel
Proposed Noise Wall
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Retaining Wall
Stormwater Flow Control
Facility
New Pavement
Areas of Construction
Easement Acquisition
Parcel Acquisition
Existing ROW
New ROW
Exhibit 5. Project Overview Section 4
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 7 ÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃPanther
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SR 167 Improvements:
In addition to extending the HOV lane north from SW 21st
Street, an auxiliary lane will be added by restriping the existing
pavement and adding pavement up to 19 feet to the outside at
some locations.
M0250500
Feet
SR 167 SOUTHBOUND
Existing
Proposed
Renton
RentonÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃ
Piped River/Creek Channel
Open River/Creek Channel
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Retaining Wall
Stormwater Flow Control
Facility
New Pavement
Areas of Construction
Easement Acquisition
Parcel Acquisition
Existing ROW
New ROW
Exhibit 6. Project Overview Section 5
INTRODUCTION
Renton Nickel Improvement Project
8 Visual Quality Discipline Report ÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃSW 41st St
S W 3 3 r d S t
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SR 167
Southern
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SR 167 Improvements:
An auxiliary lane will be added by restriping the existing
pavement and adding pavement up to 19 feet to the outside at
some locations. The new lane will tie into the existing ramp
connection to SW 41st Street.
M0250500
Feet
SR 167 SOUTHBOUND
Existing
Proposed
Renton
Renton
Piped River/Creek Channel
Open River/Creek Channel
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Retaining Wall
Stormwater Flow Control
Facility
New Pavement
Areas of Construction
Easement Acquisition
Parcel Acquisition
Existing ROW
New ROW
Exhibit 7. Project Overview Section 6
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 9 ÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃÃS G rady W ayB
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I-405 Northbound Improvements:
An auxiliary lane will be added by restriping the existing pavement
and adding pavement up to 15 feet to the outside at some locations.
I-405 Southbound Improvements:
An auxiliary lane will be added by restriping the existing pavement
and adding pavement up to 24 feet to the outside at some locations.
Benson Rd S Improvements:
The Benson Rd S overpass will be replaced and realigned to the
west of its current location. The new overpass will have 2 lanes with
5-foot bike lanes on both sides and a 6-foot sidewalk on the west
side.M0250500
Feet
I-405 NORTHBOUND
Existing
Proposed
I-405 SOUTHBOUND
Existing
Proposed
Renton
Renton
Parcel Acquisition
New ROW
Existing ROW
Easement Acquisition
Areas of Construction
New Pavement
Stormwater Flow Control
Facility
Retaining Wall
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Proposed Noise Wall
Piped River/Creek Channel
Open River/Creek Channel
Exhibit 8. Project Overview Section 7
INTRODUCTION
Renton Nickel Improvement Project
10 Visual Quality Discipline Report
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I-405 Northbound Improvements:
An auxiliary lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside
at some locations.
I-405 Southbound Improvements:
An auxiliary lane will be added by restriping the existing
pavement and adding pavement up to 15 feet to the outside
at some locations. M0250500
Feet
I-405 NORTHBOUND
Existing
Proposed
I-405 SOUTHBOUND
Existing
Proposed
Renton
Renton
Piped River/Creek Channel
Open River/Creek Channel
ÃÃÃÃÃÃÃÃÃÃÃÃ Ecology Embankment
Retaining Wall
Stormwater Flow Control
Facility
New Pavement
Areas of Construction
Easement Acquisition
Parcel Acquisition
Existing ROW
New ROW
Exhibit 9. Project Overview Section 8
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 11
Improve Benson Road
The Benson Road overpass will be replaced and
realigned to accommodate the southbound auxiliary
lane on I-405 as well as future improvements to I-405
as shown on Exhibit 8. Improvements on Benson
Road include a 6-foot sidewalk on the west side and
5-foot bike lanes on both sides.
Widen and replace bridges
Several bridges within the study area will be widened
or replaced based on present location, cost, and
existing soil conditions. To construct the new lanes,
the project will:
Widen Talbot Road Bridge on both the
northbound and the southbound sides. See
Exhibit 8.
Replace Springbrook Creek Side Channel
Bridge and Oakesdale Avenue Bridge with new
southbound and northbound structures and
remove the Springbrook Creek box culvert.
See Exhibit 4.
Replace the rail on the I-405 bridges over
SR 181 and the Union Pacific and Burlington
Northern Santa Fe railroads.
The project will not affect the I-405 bridges over the
Green River, Lind Avenue, or the Cedar River. The
project will also not affect the Cedar Avenue or Renton
Avenue overpasses. The roadway will be restriped in
these areas to accommodate the new lanes.
Use retaining walls
Widening I-405 and SR 167 will require retaining walls
to minimize the construction footprint and right-of-way
acquisition. Retaining walls will also help avoid and
minimize effects to wetlands and other sensitive areas.
Improve culverts
WSDOT anticipates that construction will affect some
existing stormwater cross culverts and one stream
culvert. Associated culvert improvements include
extending the existing structures due to widening the
roadway and stabilizing culvert ends with rock or
retaining walls. The I-405 Team will conduct a hydraulic
analysis of the culverts to ensure that the modifications
will have no effect on the base flood elevations. See the
Fisheries and Aquatic Resources Discipline Report for
detailed discussion on fish passage.
Why rebuild Benson Road on a new
alignment over I-405?
By building the new overpass to the west
on a new alignment, the new structure
can be constructed while the existing
structure remains open to traffic. Traffic
can then be shifted onto the new
structure, while the old overpass is
demolished.
What does a “rail” replacement involve?
Typically, a bridge rail replacement
project consists of making minor
adjustments to the width of the bridge
deck and replacing the guard rail or
barrier. This type of project does not
include adding new bridge columns or
footings.
INTRODUCTION
Renton Nickel Improvement Project
12 Visual Quality Discipline Report
Build a noise wall
One noise wall will be built on the northbound side of
the freeway as shown on Exhibits 5 and 8. The wall
will begin at the intersection of South 14th Street and
South 15th Street and follow South 14th Street east to
Talbot Road. This wall will be approximately 2,150
feet long and 18 feet tall.
How will stormwater from the project be
managed?
Stormwater from the project will be managed for both
quality and peak flows using currently accepted best
management practices (BMPs). The I-405 Team has
designed the stormwater management facilities to
comply with the following guidelines and procedures:
WSDOT Highway Runoff Manual M 31-16
WSDOT Hydraulics Manual M 23-03
Stormwater treatment facilities
The project will add new impervious surface within the
study area, most of which will be within the Springbrook
Creek basin. This project will treat runoff for an area
equal to 100 percent of these new surfaces.
The project will use BMPs that the HRM lists as
enhanced treatment facilities. The I-405 Team has
proposed that stormwater be treated using a
combination of these facilities. In most of the study
area, ecology embankments will be used to capture
runoff from the edge of the
pavement and provide water
quality treatment. Ecology
embankments also serve to
convey treated runoff to
receiving waters or to flow
control facilities as required.
The project also includes a
combined stormwater quality
wetland and detention facility
that addresses water quality
and flow control in one facility.
Exhibits 2 through 9 show the
location of stormwater facilities
that will be built for this project. Ecology Embankment Cross-Section
What are the guidelines for stormwater
management facilities?
Water quality treatment will be provided
for an area equal to the new impervious
surfaces created on the project.
Impervious surfaces, such as pavement,
are those that do not allow water to
penetrate into the ground. Stormwater
from new impervious surfaces or an equal
area will be controlled in detention
facilities. This process allows water to
be held (detained) and thus released at
rates that are equal to existing
conditions.
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 13
Drainage Collection and Conveyance
Some changes to existing drainage will be necessary
to provide flow control and water quality treatment to
address the new impervious area added by the
project. However, existing storm drainage systems
will be kept to the greatest extent possible and existing
flow patterns will be maintained. Where roadway
widening affects drainage ditches that convey water
from adjacent private properties, the project design will
assure that existing conveyance capacities are
maintained.
What environmental and utilities issues
influenced the project design and what
was done to avoid and minimize project
effects?
Throughout the development of the Renton Nickel
Improvement Project design, environmental elements
were reviewed and design features were modified to
avoid or minimize negative effects to the environment.
Influence on the project design came from:
Soil Conditions: the soils in the project area are
highly prone to accentuate earthquake
shaking, which influences how bridges can be
widened or replaced.
Noise: highway noise in the project area
already exceeds acceptable levels, which
means that including noise walls as part of the
project had to be considered.
Wetland Locations: many wetlands are located
along the edges of the highway, which
influence whether the widened sections will
use retaining walls or fill slopes.
Historical Sites: some historic sites exist within
the study area, so the project design was
coordinated to avoid these properties.
Because the I-405 Team planned for these
environmental considerations, several design features
have the benefit of avoiding or minimizing potential
effects due to the project. These design features are
described from south to north below.
I-405, I-5 to SR 167
WSDOT will construct a retaining wall from west of the
68th Avenue structure over I-405 at Tukwila Parkway
What are detention facilities?
These facilities control stormwater runoff
so that it can be released at a controlled
rate. Two types are commonly used:
Ponds.
Vaults. Similar to a pond, but with a
hard-sided construction. These
concrete structures function like a
pond but also provide detention
storage.
INTRODUCTION
Renton Nickel Improvement Project
14 Visual Quality Discipline Report
The proposed design modifications allow
the additional lanes to be added over the
Green River by restriping instead of
bridge widening. This avoids effects on
the river, stream habitat, floodplain, and
Interurban Trail.
to the Green River. This wall avoids the need to
construct a fill slope that would extend into Gilliam
Creek. See Exhibit 2.
WSDOT will provide a narrower outside shoulder on
northbound I-405 at the Green River Bridge. The
shoulder will vary from 10 to just over 3 feet at the west
abutment of the existing bridge. Narrowing the
shoulder avoids modifications to the existing bridge. As
a result, the design also avoids effects to the river, the
100-year floodplain, the ordinary high water level, and
adjacent riparian zones.
At the SR 181 interchange, the bridge and ramp will
be restriped to provide the new general-purpose lane
and ramp improvements. This approach minimizes
the need to widen the existing SR 181 Bridge,
reconstruct the SR 181 interchange, or modify the
Southcenter Boulevard crossing of the Green River.
This in turn avoids relocating or diverting the
Interurban Trail, which goes under the bridge. See
Exhibit 3.
Near the Westfield Shoppingtown Mall, a large Seattle
Public Utilities water transmission line parallels I-405.
WSDOT will line this pipe so that is can support the
loads from the new roadway embankment. This
approach allows the line to stay in its present location.
WSDOT will remove the existing I-405 bridges over
the Springbrook Creek side channel and Oakesdale
Avenue and replace them with a single northbound
and a single southbound bridge. This approach will
allow for the removal of the Springbrook Creek box
culvert. Construction of the new bridges will be
phased with the southbound bridge built slightly to the
north of the existing roadway. This phasing minimizes
the need to construct temporary roadway to maintain
traffic operations. WSDOT also evaluated the location
of the new bridge piers and selected locations that will
minimize the effect on the existing stream, stream
buffer, and trail that crosses under the bridge.
WSDOT will construct a narrower exit gore from I-405
to the northbound ramp at the SR 167 interchange as
shown in Exhibit 5. By building a narrower exit gore,
the project can be constructed within the existing right-
of-way. This has the benefit of avoiding right-of-way
acquisition, avoiding effects to the wetland outside the
right-of-way, and avoiding effects to the existing Lind
Avenue Bridge.
What is an exit gore?
An exit gore is a roadway feature that
separates an exiting lane from the main
lanes. An exit gore can be defined either
by paint stripes, raised buttons, physical
barriers, or a combination of these.
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 15
Retaining walls will help to avoid and
minimize effects on the Panther Creek
wetlands along SR 167
SR 167, southbound from I-405 to SW 41st Street
WSDOT will build a retaining wall along a large portion
of the west edge of SR 167 southbound instead of an
earth fill slope. See Exhibits 6 and 7. The retaining
wall minimizes effects on three wetlands. The
retaining wall has the added benefit of minimizing
right-of-way needs and reduces the effect on existing
utility crossings, in particular, the City of Seattle’s 60-
inch water line and Olympic Petroleum’s two high
pressure pipelines, which all cross under SR 167.
I-405, SR 167 to SR 169
WSDOT will add a lane by restriping I-405 northbound
next to the Talbot Hill retaining wall immediately east
of the SR 167 interchange. Restriping instead of
widening avoids the need to reconstruct the existing
Talbot Hill retaining wall and avoids effects on
properties south of I-405 in this area. Between Talbot
Road and the “S-Curves”, northbound I-405 will be
widened to achieve standard lane and shoulder
widths. Most of this length will be supported by
retaining walls to minimize effects to Thunder Hills
Creek, adjacent properties, and the existing cut slope
south of I-405.
To support the fill required to widen the roadway on
the north side of I-405 next to the outfall for the
original Rolling Hills Creek culvert, the design uses a
retaining wall. By using the retaining wall, the project
improvements at this location can be constructed
without affecting the existing culvert.
WSDOT will use a non-standard design for the I-405
to SR 167 exit ramp. The changes from the design
standards include not providing a recovery lane,
narrowing the distance between the through lane and
ramp, and providing narrower shoulders. While these
changes deviate from WSDOT design standards they
are an improvement over existing conditions. These
features will avoid effects to the existing Rolling Hills
Creek/Thunder Hills Creek channel located between
I-405 and the Renton Cinema complex as shown in
Exhibit 5. Using retaining walls along the west side of
Benson Road avoids effects to Rolling Hills Creek and
the wetlands east of Talbot Road.
WSDOT will use retaining walls to support widening
southbound I-405 south of the Cedar Avenue
overpass. Using retaining walls versus a fill slope,
avoids encroaching on Cedar Avenue and Main
Avenue in Renton.
What is a recovery lane?
A recovery lane is a paved area adjacent
to an off-ramp. This area gives drivers,
who find themselves exiting the freeway
unintentionally, room to maneuver back
onto the freeway.
INTRODUCTION
Renton Nickel Improvement Project
16 Visual Quality Discipline Report
WSDOT also plans to replace the existing Benson
Road overpass on a new alignment. The new bridge
will be located slightly to the west of the existing
bridge. This will allow traffic to continue to use the
existing overpass until the new one is completed. This
will minimize disruption for local traffic and to
emergency response vehicles.
Where northbound and southbound I-405 passes
under the Renton Avenue and Cedar Avenue
overpasses, WSDOT will add lanes by restriping. This
design avoids replacing the two overpasses; however,
the available area does not allow the standard
shoulder and lane widths.
WSDOT shifted a proposed stormwater facility to
avoid effects to the existing Renton Coal Mine Hoist
Foundation site south of Benson Road. This site is on
the Washington Historic Register.
What is planned for wetland and stream mitigation?
WSDOT will compensate for unavoidable effects to
wetlands with credits from the Springbrook Creek
Wetland and Habitat Mitigation Bank. Mitigation is
needed for 1.66 acres of wetlands.
The Springbrook Creek Wetland and Habitat Mitigation
Bank is being developed as a joint effort between
WSDOT and the City of Renton. This ‘bank’ will
construct a new high quality wetland complex that will
serve to replace other wetlands that are filled in by
projects such as the Renton Nickel Improvement
Project. The location of the bank is shown to the left.
In addition to wetland mitigation, the site will also
provide flood storage mitigation. The Springbrook
Creek Wetland and Habitat Mitigation Bank will be one
of the first urban mitigation banks to be certified in
Washington.
To mitigate project effects on streams, WSDOT will
remove the existing Springbrook Creek box culvert.
With the new I-405 southbound and northbound
bridges that will span both Springbrook Creek and
Oakesdale Avenue, the box culvert is no longer
needed. After the new bridges are in place, the box
culvert will be removed and the streambed in that area
will be restored. This will improve fish habitat within
Springbrook Creek. Any additional stream mitigation
required to offset project effects will be accommodated
within the project vicinity.
Renton Coal Mine Hoist Foundation site
looking west
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Local Road
Legend
Trail
Arterial Road
Freeway
River/Creek Channel
Study Area Limits
Springbrook Creek Wetland and Habitat
Mitigation Bank
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 17
What benefits will the project provide?
The Build Alternative will benefit the area by reducing
congestion at chokepoints, reducing the duration of
congestion during peak commuter travel hours, and
improving freight movement.
This section of I-405, from the I-5 interchange to SR 169,
is congested due to large traffic volumes and merging and
diverging traffic. The new lanes will help relieve
congestion by adding roadway capacity. This in turn will
improve safety by providing drivers with more time and
extra room to accelerate or decelerate and move into and
out of the stream of traffic when getting on and off the
freeway. This provides a smoother transition for motorists
as they get on and off I-405 in Tukwila and Renton and
helps decrease rear-end and sideswipe collisions.
The project reduces congestion approaching the SR 167
interchange, and it complements the completed
southbound I-405 to southbound SR 167 flyover ramp.
This project will construct one noise wall along
northbound I-405 from the intersection of South 14th
Street and South 15th Street east to Talbot Road. This
wall will benefit residents in that area by lowering the
overall noise levels.
Another benefit of this project is that it continues the
application of the Context Sensitive Solutions (CSS)
design choices made by the communities within the
I-405 corridor. The Benson Road realignment will
reflect the most comprehensive application of these
design choices as explained further in the next section.
How will the project incorporate
community design preferences?
The Renton Nickel Improvement Project is being
planned, developed, and designed according to CSS
guidelines. These guidelines establish the community
design preferences used to design the project
features. Working within the framework for the overall
I-405 corridor, the Urban Design Guidelines will be
adapted to incorporate the communities’ design
preferences. These preferences will be included in
the contract documents prepared for the Renton
Nickel Improvement Project. The selected I-405
theme of “Culture, Nature, and Progress,” with nature
being the dominant theme, will be carried into corridor-
wide and local I-405 designs.
This rendering shows the new Benson
Road overpass with the CSS Guidelines
applied
INTRODUCTION
Renton Nickel Improvement Project
18 Visual Quality Discipline Report
The new Benson Road overpass is the main project
feature that will receive CSS treatment. The new
southbound and northbound bridges over Springbrook
Creek and Oakesdale Avenue will also receive CSS
treatments. The rest of the project elements will be
designed to match in color and vegetation type only, as
many of these elements will be affected by construction
of future Master Plan projects. During future Master
Plan phases for the overall I-405 corridor, the approved
CSS guidelines will be applied throughout.
How will the project be constructed?
Construction of the entire Renton Nickel Improvement
Project is expected to take two years, beginning in early
2008 and being completed in late 2010. However,
construction activity will not be constant for the entire
study area throughout this time, and in some locations,
the work will take substantially less time than two years.
Construction will pose some minor inconveniences
because of localized travel delays due to temporary
lane closures and narrowed lanes and shoulders.
At-grade construction
At-grade construction, which occurs on the same
elevation as the existing lanes, will be staged to
minimize traffic delays and detours. Typically, lanes
are shifted toward the median. WSDOT then places a
concrete barrier to close off the shoulder. Staging
allows construction to occur safely without closing
lanes for the duration of construction. Access to
construction areas will occur from the roadway side to
minimize property effects.
Bridge construction
Construction of the I-405 bridges will occur in multiple
stages to minimize traffic delays and detours. The
following describes typical staging for bridge
construction. As the first stage, traffic is shifted toward
the I-405 median and the existing lanes and shoulders
are narrowed slightly to allow widening of the existing
structure or construction of the new bridge depending
on the design. In the next stage, traffic is shifted onto
the new bridge area. If the bridge is being replaced
rather than simply widened, the old structure is
demolished after traffic is shifted to the new bridge.
The new Benson Road overpass will also be staged.
The new structure will be built to the west, while the
existing overpass remains in service. After traffic has
At-grade construction for this project will
likely be staged similar what is shown
above. Here, the southbound lanes of I-5
were shifted toward the median and a
concrete barrier closed off the shoulder to
provide crews a safe work area.
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 19
been shifted onto the new overpass, the existing
structure will be demolished.
Staging areas
Construction staging areas along I-405 and SR 167
will be within the WSDOT right-of-way. Potential
staging areas have been identified as shown on
Exhibits 2 through 9.
Traffic control
Detour agreements with the local agencies will be
obtained after WSDOT awards the contract. A traffic
control plan will be approved by WSDOT prior to
starting construction. The plan’s primary objectives will
be to provide a safe facility, to streamline the
construction schedule, and to minimize reductions to
existing traffic capacity. To lessen effects on traffic, the
duration of activities will be minimized and reductions in
capacity will be limited and will be targeted to a period
when they will have the least effect.
Why do we consider visual quality as we plan this project?
The construction or modification of our highways,
which are publicly owned, can considerably affect the
visual quality and character of the landscape.1
Understanding the effects of a proposed project on the
visual quality of the landscape is an integral part of
this project and is required by law as described in
Section 459.05 of the WSDOT Environmental
Procedures Manual. To ensure that a highway
project’s effects on the visual quality and aesthetics of
a landscape are adequately considered during the
early stages of project planning and development,
numerous federal and state regulations have been
enacted as shown to the left. In particular, the
National Environmental Policy Act (NEPA) requires
that all actions “sponsored, funded, permitted, or
approved by federal agencies undergo planning to
ensure that environmental considerations such as
impacts related to aesthetics and visual quality are
1 Visual Impact Assessment for Highway Projects (FHWA-HI-88-054). USDOT (US Department of Transportation),
Federal Highway Administration 1981.
What regulations apply to visual quality?
Several federal programs contain
requirements for protecting visual
quality:
Transportation Equity Act for the
21st Century (TEA-21);
Safe, Accountable, Flexible and
Efficient Transportation Equity Act of
2003 (SAFETEA);
Highway Beautification Act of 1965;
Historic Preservation Act of 1966;
and
U.S. Department of Transportation
(DOT) Act, Section 4(f).
National Environmental Policy Act
(NEPA)
Washington State Environmental
Policy Act (SEPA)
Section 459 of the WSDOT
Environmental Policy Manual
INTRODUCTION
Renton Nickel Improvement Project
20 Visual Quality Discipline Report
given due weight in project decision-making.” The
Washington State Environmental Policy Act (SEPA)
requires a similar process for applicable state and
local actions.
Section 459 of the WSDOT Environmental Policy
Manual contains policies for conducting visual quality
assessments. The WSDOT Roadside Classification
Plan provides roadside policies and includes
guidelines for treatment of roadsides. Other
applicable state regulations include Washington’s
Highway Beautification Act (RCW 47.040.010) and the
Open Space Land Preservation Act (RCW 84.34).
What are the key points of this report?
The project will permanently change visual quality for
both freeway users (views from the road) and freeway
neighbors (views toward the road). Overall, these
changes are minor when compared to existing visual
quality. Visual quality decreases at seven viewpoints
and increases at one viewpoint as a result of this
project as discussed in the section, Potential Effects.
The potential effects to visual quality result primarily
from construction of the following project elements:
Constructing an additional northbound and
southbound lane on I-405 and a southbound
lane on SR 167 within the study area
Constructing retaining walls
Replacing the Benson Road overpass over
I-405
Replacing the crossings over Springbrook
Creek and Oakesdale Avenue
Constructing a noise wall within the ROW near
the Talbot Hill Neighborhood
Most project elements have been designed so that
they can be constructed within the existing ROW.
Generally, existing topography and vegetation will
screen the project from freeway neighbors that have
the highest viewer sensitivity, frequency, and duration.
Conversely, freeway users, who have a lower viewer
sensitivity and viewer duration, will easily see new
project elements and changes in the corridor.
These visual changes will primarily affect freeway
users (e.g., local, commuter, and tourist traffic on
I-405) who have views from the road. However, some
INTRODUCTION
Renton Nickel Improvement Project
Visual Quality Discipline Report 21
freeway neighbors (e.g., residents, pedestrians, trail
users, local traffic, and commuters on arterial and
collector roads) will have their views toward the road
negatively affected by the bridge replacements,
retaining walls, and the noise wall described in the
Introduction. The subsequent vegetation removal
(particularly stands of medium to large size trees) and
structures encroachment (e.g., retaining walls and
noise wall) within the ROW will negatively affect visual
quality.
WSDOT has worked with the affected cities to develop
visual guidelines for the I-405 corridor for Context
Sensitive Solutions (CSS). These guidelines will
provide unity and cohesiveness for the project.
The project will increase shadow and shade effects
due to a wider bridge over Springbrook
Creek/Oakesdale Avenue. The new Benson Road
overpass will be in a new location which will affect
where shadow and shade effects occur. Overhead
lighting in the study area will be similar to existing
conditions; therefore, no new effects are expected.
No new sources of glare are anticipated because the
new structures will be similar to the existing ones.
What are Context Sensitive Solutions?
CSS guidelines incorporate community
design preferences into a project’s
design. Throughout development of the
Renton Nickel Improvement Project, local
input has been encouraged to ensure that
community concerns for how the project
fits into the landscape are addressed.
These efforts have resulted in an I-405
theme of “Culture, Nature, and Progress,”
with nature being the dominant theme for
corridor-wide and local I-405 designs.
Renton Nickel Improvement Project
22 Visual Quality Discipline Report
EXISTING CONDITIONS
What is the FHWA visual quality assessment method?
FHWA’s visual quality assessment method was
developed to assess the visual impacts from highway
projects for environmental assessments and impact
statements.2 To ensure that the potential effects to
visual quality and aesthetics resulting from a
transportation project are adequately and objectively
considered, it is critical that an accepted, systematic
evaluation process be used. This rigorous and
systematic method follows the criteria listed to the left
and ensures that the information gathered is adequate
to contribute to the project’s decision-making process,
and the assessment and descriptions are as objective
as possible.
The FHWA assessment also uses professionally
accepted terminology to describe the physical
attributes of and viewer sensitivity to the landscape
being assessed. The terminology helps to guarantee
consistent and effective communication.
The Federal Highway Administration’s (FHWA) 1981
Visual Impact Assessment for Highway Projects
manual lays out the visual quality assessment method
to be used for highway projects. This method consists
of a six-step evaluation process. This process has
defined and accepted terminology and tools. The
I-405 Team applied the FHWA method following the
sequence listed to the left.
The first three steps establish the baseline conditions
for the existing landscape and define how much of the
project is visible from outside the study area. The
resulting baseline is presented in this section. Using
this baseline, the last three steps assess potential
visual changes to the landscape and how the viewer
will likely respond to those changes. In addition, the
assessment evaluates light, shadow, and glare, and
compares the build and no build alternatives. The
2 Visual Impact Assessment for Highway Projects (FHWA-HI-88-054). USDOT (US Department of Transportation),
Federal Highway Administration 1981.
How did this project follow the FHWA
method?
The I-405 Team applied the FHWA
method following this sequence:
1. Establish the project’s visual limits
(views and “landscape unit”).
2. Determine who has views of the
project (“viewer”).
3. Describe and assess the landscape
that exists before the project
(“existing conditions”).
4. Assess the viewer’s concern for a
particular view or viewshed (“viewer
sensitivity”).
5. Determine and evaluate views – both
before and after the project
(“viewpoint simulations”).
6. Describe the potential visible
changes to the study area and its
surroundings that will result from the
project.
What are the criteria used for the FHWA
method?
A visual quality and aesthetics
assessment is based on criteria
concerning the following factors:
Visual and aesthetic experience of
pedestrians or motorists looking at or
from the project roadway
Panoramic or scenic views visible
from a highway or from the
landscape surrounding a highway
Overall visual and aesthetic quality
of the area
Scale and contrast between existing
and proposed elements in the area
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 23
potential visual changes are described in the section,
Potential Effects.
Please note, this report uses “landscape” to refer to
the complete visible natural and human-built
environment. Also, the level of concern different
people experience will be described as a degree of
sensitivity to a particular view. Views from the
roadway and views toward the roadway are both
considered.
What are the tools & vocabulary used for this method?
FHWA uses a generally accepted set of tools and
well-defined terminology. When the tools and
terminology are understood, the FHWA method and its
results are explainable and easily followed. The
FHWA method and this report use the fundamental
terminology described here.
Views are what can be seen “toward” or “from” the
road. Sensitive or special views, some of which are
listed in municipal codes, are identified for use in
simulations.
Viewers are people who have views toward or from
the project. Viewers are usually discussed in terms of
general categories of activities, such as resident,
boater, jogger, or motorist, and are referred to as
“viewer groups.”
Viewpoint is the position of the viewer. For example,
a pedestrian on the Benson Road overpass looking
southbound has a view of Renton’s Talbot Hill
Neighborhood and commercial areas.
Viewer Sensitivity considers these three factors for a
specific view:
How many people see that view?
How long can they see the view? Motorists
typically see views for a short time, which is
referred to as duration, while pedestrians and
residents look at views for long durations.
What is their likely level of concern about the
aesthetics and quality of the view? Level of
concern is a subjective response; many factors
influence this response such as the visual
character of the surrounding landscape, the
viewer’s activity, and their values,
expectations, and interests.
How do low and high viewer sensitivity
differ?
When fewer people see a defined view or
they are not particularly concerned about
the view, that view has low viewer
sensitivity. High viewer sensitivity
results when many viewers see a view
frequently or for long periods and are
very aware of and concerned about a
view. Viewer sensitivity does not imply
support for or opposition to a proposed
project. Rather viewer sensitivity is a
neutral term and represents an important
parameter in assessing visual quality.
EXISTING CONDITIONS
Renton Nickel Improvement Project
24 Visual Quality Discipline Report
Visual Character describes impartially what exists
within the landscape. The existing visible natural and
built landscape features and their relationships define
visual character. These relationships consider
dominance, scale, diversity, and continuity to further
define character. The resources and features used to
define visual character include:
Landforms: types, gradients, and scale
Vegetation: types, size, maturity, and continuity
Land uses: size, scale, and character of
associated buildings
Transportation facilities: types, sizes, scale,
and orientation
Overhead utility structures and lighting: types,
sizes, and scale
Open space: type (e.g., parks, reserves,
greenbelts, and undeveloped land), extent, and
continuity
Viewpoints and views toward visual resources
Waterbodies, historic structures, and
downtown skylines
Apparent “grain” or texture, such as the size
and distribution of structures and open spaces
of the landscape
Apparent upkeep and maintenance
Visual Quality assesses the composition of the
character-defining features for selected views. This
assessment asks: Is this particular view common or
dramatic? Is it a pleasing composition (with a mix of
elements that seem to belong together) or not (with a
mix of elements that either do not belong together or
are eyesores and contrast with the other elements in
the surrounding)? To evaluate and discuss visual
quality, we have used these terms:
Vividness describes how the elements of
landform, water, vegetation, and human
development combined to form a memorable
composition. For example, a view including a
graceful bridge over the Green River, framed
by hills on each side, with mature trees is
considered vivid because the combined effect
is memorable.
Intactness measures the visual integrity of the
natural and human-built landscape and its
freedom from encroaching elements. High
How is visual quality rated?
A specialist rates the three factors
considered in determining visual quality
as follows:
Vividness is rated on a scale of 1 to
7, with 7 indicating a high (desirable)
degree of vividness.
Intactness is rated on a scale of 1 to
7, with 7 indicating a highly intact
(desirable) landscape that contains
no distractive elements.
Unity is rated on a scale of 1 to 7,
with 7 representing a landscape with
a coherent, harmonious visual
pattern (desirable).
To determine an overall visual quality
rating, the analyst takes a numerical
average of the three ratings for vividness,
intactness, and unity.
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 25
intactness means that the landscape is free of
eyesores and is not broken up by features that
are out of place.
Unity measures the degree of visual
coherence and compositional harmony of the
landscape when considered as a whole. High
unity frequently reflects the careful design of
individual components and their relationship in
the landscape.
Each of these areas receives a rating on a scale of 1
to 7, with 7 being the highest or most desirable. To
determine an overall visual quality rating, the analyst
takes a numerical average of the three ratings for
vividness, intactness, and unity.
The FHWA method uses three important analytical
tools that are used for this project:
Landscape units are subunits of a study area
that make evaluation of the entire study area
easier. Visual character and continuity define
these landscape units. For this report, the study
area was divided into three geographical
sections instead of landscape units.
Viewsheds are defined as the area visible
from the project and the area from which the
project can be seen.
Simulations (for this report) are illustrations
based on photographs taken of selected
viewpoints. They illustrate the probable
changes due to the project and the relative
scales of the existing and proposed features
apparent from the viewpoints.
How was the visual assessment information collected?
As a first step, the I-405 Team reviewed community
planning documents and U.S. Geological Survey
(USGS) and Geographic Information System (GIS)
maps to identify existing or possible future conditions.
Views or routes were identified that are designated by
code or in planning documents as requiring special
consideration because of their scenic value. With this
information as a base, the I-405 Team visited the
entire study area several times to develop qualitative
assessments and descriptions of existing conditions.
What do the Visual Quality
Rating numbers mean?
7 Very High
6 High
5 Moderately High
4 Average
3 Moderate
2 Low
1 Very Low
EXISTING CONDITIONS
Renton Nickel Improvement Project
26 Visual Quality Discipline Report
The landscape architect compared the project’s
engineering plans and documents to existing conditions
and planning documents. He also reviewed and
identified relevant information from the I-405 Visual
Resources Expertise Report3 and the programmatic
Corridor EIS.4 The I-405 Team used a visual quality
assessment matrix to evaluate the existing condition.
This matrix, developed for conducting visual quality
assessments, is adapted from the WSDOT 2004
Environmental Procedures Manual. The manual lists
the numeric ratings assigned to visual quality
parameters and components for selected views
throughout the study area.
How were the simulation viewpoints selected?
The simulation viewpoints were used to depict the
greatest change resulting from the project and the
effect on the identified viewer groups. Five primary
criteria were used to select the viewpoints:
1. The view represents the visual effect for the
identified sensitive viewer groups.
2. The view represents moderate to high changes
to visual quality or character of scenic views,
historic buildings, designated viewpoints, or
view corridors, and is a location where there
are sensitive viewer groups.
3. The view represents what a person walking,
bicycling, or driving will see.
4. The view represents a substantial portion of
the roadway study area.
5. The view represents the most proposed
changes that will affect visual quality.
The landscape architect conducted field reconnaissance
of the study area, reviewed existing aerial photographs
and proposed design plans, coordinated with I-405 team
members, and reviewed the local land use plans and
policies to determine viewpoint locations. The viewpoints
were also evaluated by the Renton and Tukwila Advisory
Committees and other I-405 team members.
3 I-405 Visual Resources Expertise Report. David Evans Associates, 2001.
4 I-405 Corridor Program NEPA/SEPA [Final/Draft] Environmental Impact Statement. WSDOT, 2001.
What is a Visual Quality Assessment
Matrix?
The visual quality assessment matrix
is an evaluation tool that assigns a
numeric rating to physical aspects
(e.g., vividness, intactness, and unity)
of the viewpoints using a scale of
1 to 7 for each aspect.
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 27
What area was studied?
The area studied in this assessment is called the
topographic viewshed. The topographic viewshed is
larger than the project’s study area, because in some
places, I-405 can be seen from locations far beyond the
limits of the study area. The topographic viewshed for
this project was determined in the I-405 Visual
Resources Expertise Report for the programmatic EIS
and further refined in this report to reflect a range of high
visibility and low visibility areas as seen in Exhibit 10.
Typically, if an area or a feature can be seen from the
project, a viewer located in that area or near the
feature can also see the project.
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Local Road
Exhibit 10. Topographic Viewshed Overview
What is the topographic viewshed?
The topographic viewshed for this
project is defined as areas with a line-
of-sight looking toward and away from
I-405 without regard for the screening
effects of vegetation and structures.
The topographic viewshed is larger
than the study area because
topography and line of sight
determine what can and cannot be
seen and not project limits.
EXISTING CONDITIONS
Renton Nickel Improvement Project
28 Visual Quality Discipline Report
What government regulations apply to the views and
visual characteristics within the study area?
Both FHWA and WSDOT mandate evaluations of
visual effects, including aesthetics and light and glare,
during project development. Section 459 of the
WSDOT 2004 Environmental Policy Manual contains
policies for conducting visual quality assessments.
The WSDOT 1996 Roadside Classification Plan
provides roadside policies and includes guidelines for
treatment of roadsides. Other applicable state
regulations include Washington’s Highway
Beautification Act (RCW 47.040.010) and the Open
Space Land Preservation Act (RCW 84.34).
Requirements for visual quality protection in
association with freeway systems and other
transportation facilities are contained in certain federal
programs. These programs include: the
Transportation Equity Act for the 21st Century (TEA-
21); the Safe, Accountable, Flexible and Efficient
Transportation Equity Act of 2003 (SAFETEA); the
Highway Beautification Act of 1965; Historic
Preservation Act of 1966; and the U.S. Department of
Transportation (USDOT) Act, Section 4(f).
In addition, the National Environmental Policy Act
(NEPA) requires that due consideration be given to
certain environmental issues—including aesthetics
and visual quality—in evaluating applicable projects.
The Washington State Environmental Policy Act
(SEPA) requires a similar process for applicable state
and local actions.
WSDOT determined that the methodology and criteria
for the project’s visual quality assessment satisfied
these state and federal requirements. In addition, the
comprehensive plans for both the cities of Tukwila and
Renton were examined to gain an understanding of
future land uses and the cities’ urban design goals as
described in the Land Use Plans and Policies
Discipline Report.
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 29
What is the current visual character of the study area?
The southern I-405 project limit begins at the I-405/I-5
interchange in Tukwila and crosses the industrial
valley through Renton. The general character of the
views range from built to non-built landscapes. The
study area has views of important regional landforms
including the Cascade Mountains, Mount Rainier, and
the Olympic Mountains. WSDOT’s Roadside
Classification Plan (RCP) classifies the section of
I-405 from milepost 0.00 to 5.80 as semiurban as it
passes through Tukwila and Renton. SR 167 at
Renton is classified as urban. However, the Panther
Creek Wetland that extends along the eastern edge of
SR 167 in the study area is more indicative of a forest
classification. The RCP serves as the basis for
roadside planning, design, construction, and
maintenance activities.
The I-405 Visual Resource Expertise Report prepared
for the programmatic EIS identifies landscape units for
the I-405 corridor. For the Renton Nickel
Improvement Project Visual Quality Discipline Report,
the I-405 Corridor is divided into three geographic
project sections. The west project section begins at
the southern I-405 project limit, the I-405/I-5
interchange in Tukwila, and extends generally
eastward to the SR 167 interchange. The south
project section extends south from the SR 167
interchange to the southern SR 167 project limit at SW
41st Street. The east project section extends
generally northward from the SR 167 interchange to
the northern I-405 project limit, SR 169 in Renton.
Exhibit 11 shows land uses and character. Several
urban parks provide areas of natural vegetation, as do
the vegetated buffers for the Green River, Springbrook
Creek, and Panther Creek drainages. Some natural
vegetation and landscaping also occurs within parts of
the ROW.
What is a semiurban landscape?
The semiurban landscape is
characterized by intermixed built and
natural or naturalized elements, with
built elements prevailing.
A roadside classified as semiurban in the
RCP is transitional in character.
Vegetation combines native and non-
native species. Trees and large shrubs
are predominant where sufficient ROW is
available.
What is an urban landscape?
The urban landscape is a predominantly
built environment.
A roadside classified as urban in the RCP
is characterized by elements that mirror
the character of adjacent land use.
Vegetation is mostly non-native
(ornamental) trees, shrubs, groundcover,
with remnants of native vegetation.
There is a consistent, refined appearance
throughout. Structures are coordinated
for visual continuity throughout the
corridor. Special attention is given to
architectural detail.
What is a forest landscape?
The forest landscape is predominantly
natural or naturalized forest.
A roadside classified as forest is
characterized by natural–appearing
landforms and native trees and/or
understory vegetation.
EXISTING CONDITIONS
Renton Nickel Improvement Project
30 Visual Quality Discipline Report
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Exhibit 11. Land Use and Character
In the west project section (moving east from the
I-405/I-5 interchange), I-405 passes through the
Westfield Shoppingtown Mall (Southcenter) area of
Tukwila. This area is predominantly commercial with
some single-family residential neighborhoods and
multifamily developments on the north side of I-405 that
are out of view. Views toward and from the roadway in
this area are limited by topography. The views open up
at the Green River Bridge and the I-405 overpass at the
SR 181 interchange with increased visibility of the
industrial valley and Boeing Longacres Industrial Park.
Passing into Renton, views are primarily of commercial
and industrial areas. The cloverleaf interchange at
SR 167 provides increased visibility of single-family
View of Westfield Shoppingtown Mall
in the west project section
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 31
residences on Talbot Hill and commercial development
in downtown Renton.
In the south project section (moving south from the
SR 167 interchange toward SW 41st Street), SR 167
freeway users have views characterized predominantly
by industrial and commercial areas of Renton to the
west. The views toward the east are characterized by
natural vegetation in the Panther Creek wetlands and the
single-family residences in the Talbot Hill Neighborhood.
In the east project section (moving north from the
SR 167 interchange toward SR 169), freeway users
see views characterized by single-family residential
neighborhoods on Talbot Hill to the southeast. Views
toward the north look across the flatter, industrial
areas of south Renton. From the Benson Road
overpass, I-405 curves due north with filtered views of
single-family and multifamily residences in the Renton
Hill and South Renton neighborhoods.
Overall, topography, vegetation, and structures partially
limit views of I-405 in the study area and subsequently
many neighboring residential areas do not have direct
views of the project. The project can be seen primarily
from cross streets or interchanges perpendicular to
I-405 where screening is limited. The I-405 mainline is
also visible from several overpasses that link the
commercial, industrial and residential areas on the north
and south sides of the mainline. These overpasses are
61st Avenue, Christensen Road, Lind Avenue SW,
Benson Road, Renton Avenue, and Cedar Avenue.
Generally throughout the study area, I-405 passes
through urban and semiurban land uses and is largely
screened by topography and existing land cover.
Roadside vegetation screens some views that are away
from the immediate corridor. In general, where little or
no screening is present, views from I-405 consist
primarily of commercial areas with a mix of single-family
residential neighborhoods, vacant areas, and light
industrial areas. Most areas along the freeway are
developed up to the I-405 ROW, with houses,
apartment buildings, and commercial buildings. These
neighboring structures receive some visual screening
from vegetation within the I-405 ROW.
What is the current visual quality of the study area?
For this visual quality assessment, the I-405 Team
selected eight viewpoints as shown in Exhibit 10. Five
of these viewpoints represent views toward I-405 and
View of SR 167 in the south
project section
View of Renton Hill Neighborhood in the
east project section
EXISTING CONDITIONS
Renton Nickel Improvement Project
32 Visual Quality Discipline Report
SR 167 and three represent views from I-405. For this
report, a greater emphasis was placed on identifying
views toward the freeway because of the higher
viewer sensitivity these views have.
The viewpoints presented below are described in
terms of their existing visual quality. A qualitative
visual quality rating of 1 to 7 was given to each
viewpoint according to the characteristics of vividness,
intactness, and unity. The viewer’s location was
evaluated to better describe each viewpoint. The
visual quality assessment matrix used to rate the
existing condition viewpoints is in Appendix A.
Exhibit 12 shows viewpoints in the west section.
Viewpoint 1 looks from I-405 and viewpoint 7 looks
toward I-405 from Springbrook Trail.
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Exhibit 12. Topographic Viewshed Enlargement (west section)
How is viewer location evaluated?
Viewer location is evaluated based on
viewer position, distance to resource,
and direction. Position is typically
categorized as superior (looking down at
the resource), normal (looking level at
the resource), or inferior (looking up at
the resource). Distance to the visual
resource is categorized as foreground,
middle ground and background. View
direction is identified by cardinal
direction (north, south, east, or west).
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 33
Exhibit 13 shows viewpoints in the south and east
sections. Viewpoints 4 and 8 look from I-405,
viewpoint 2 looks toward SR 167, and viewpoints 3, 5,
and 6 look toward I-405. !_(!_(!_(!_(!_(!_(Aæ
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Exhibit 13. Topographic Viewshed Enlargement (south and east sections)
Viewpoints from the road
Viewpoint 1 (visual quality rating: 3.75)
Located within the west project section, this view looks
east from northbound I-405. The primary viewer
groups consist of local traffic and commuters. These
viewers are in a normal position and the road is within
the foreground. The view looks across the northbound
and southbound lanes to the vegetated hillside and
retaining wall below Southcenter Boulevard. The Viewpoint 1 looking northeast from
northbound I-405
EXISTING CONDITIONS
Renton Nickel Improvement Project
34 Visual Quality Discipline Report
Tukwila City Hall and Xerox buildings are on the hill
above and just beyond view. Vividness is low and
intactness and unity are average. The overall visual
quality rates as 3.75, or moderately low.
Viewpoint 4 (visual quality rating: 3.42)
Located within the east project section, this view looks
southwest from southbound I-405. Freeway users
consisting of local traffic and commuters are the
primary viewer groups. These viewers look across the
northbound and southbound lanes toward the Benson
Road overpass. The area within the ROW consists of
a sparsely vegetated earthen berm that obstructs
views of downtown Renton. Benson Road overpass
can be seen in the middleground. Vividness is low
and intactness and unity are average. The overall
visual quality rates as 3.42, or moderately low.
Viewpoint 8 (visual quality rating: 3.67)
Located within the east project section, this view looks
from the southbound direction of I-405 toward the
northbound WSDOT ROW. Southbound freeway users
consisting of local traffic and commuters are the primary
viewer groups. These viewers look across the
northbound lanes toward the Talbot Hill Neighborhood.
The area within the ROW consists of large poplar trees
that screen the Talbot Hill Neighborhood in the
background. Vividness is moderately low and
intactness and unity are average. The overall visual
quality rates as 3.67, or moderately low.
Viewpoints toward the road
Viewpoint 2 (visual quality rating: 3.33)
Located within the south project section, this view
looks southeast towards SR 167 from the East Valley
Road, which parallels SR 167. Freeway neighbors
consisting of local traffic and visitors are the primary
viewer groups. The view position is inferior because it
is below the SR 167 road surface elevation, allowing
the viewer to only see clearly along the sloped
southbound lane ROW. Filtered views partially
obstructed by spotty vegetation and topography can
be seen. Vividness is low and intactness and unity
are moderately low. Overall visual quality rates as
3.33, or moderately low.
Viewpoint 4 looks southwest from
southbound I-405
Viewpoint 2 looks southeast from the
East Valley Road
Viewpoint 8 looks southwest from
southbound I-405
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 35
Viewpoint 3 (visual quality rating: 2.67)
Located within the east project section, this view looks
northeast from the intersection of Talbot Road and
South Renton Village Place. This location is primarily
viewed by local traffic, pedestrians, and bicyclists.
This view is from an inferior position and looks toward
the Benson Road embankment and I-405.
Utility lines and vegetation masses consisting primarily
of invasive shrubs encroach upon this view. Vividness
is low and intactness and unity are moderately low.
Overall visual quality rates as 2.67, or low.
Viewpoint 5 (visual quality rating: 3.42)
Located within the east project section, this view is
from a slightly superior position and looks north from
the Talbot Hill Neighborhood in the vicinity of the
intersection of South 14th Street and Whitworth
Avenue South toward the WSDOT ROW. I-405
(hidden) is located at the base of the slope below the
ROW. Poplar trees in the foreground provide partial
screening of downtown Renton, which can be seen in
the background. This location is primarily viewed by
residents and local traffic. Vividness is low and
intactness and unity are average. Overall visual
quality rates as 3.42, or moderately low.
Viewpoint 6 (visual quality rating: 3.67)
Located within the east project section, this view looks
north from Benson Road. This location is primarily
viewed by local traffic. Benson Road overpass
(foreground) is seen from a normal view position and
downtown Renton is visible in the background. This
viewpoint provides a superior viewer position.
Although the overpass disrupts this view, it has a
coherent composition of built and natural elements
including topography, vegetation, and skyline.
Viewpoint 3 looks northeast from Talbot Road
Viewpoint 6 looks north from
Benson Road
Viewpoint 5 looks north from the
intersection of South 14th Street and
Whitworth Avenue
EXISTING CONDITIONS
Renton Nickel Improvement Project
36 Visual Quality Discipline Report
Vividness is moderately low and intactness and unity
are average. Overall visual quality rated as 3.67, or
moderately low.
Viewpoint 7 (visual quality rating: 4.17)
Located within the west project section, this view looks
south from the Springbrook Creek Trail (foreground) at
the southwest corner of the intersection of SW Grady
Way and Oakesdale Avenue. This location is primarily
viewed by trail users. The view position is inferior and
looks up at southbound I-405 on the Springbrook
Creek Side Channel Bridge. The bridge is partially
visible through stands of mature trees which include
black cottonwoods and poplars. Vividness, intactness
and unity range from moderately low to moderately
high. Overall visual quality rates as 4.17, or average.
What is the viewer sensitivity in the study area?
The viewer sensitivity for the Renton Nickel
Improvement Project study area was adopted from the
programmatic EIS. The EIS categorized viewers as
either Freeway Users (view from road) or Freeway
Neighbors (view toward road).
Freeway users (view from road)
The viewer groups likely to have views from the road
are local, commuter, and tourist traffic. Tourists and
vehicle passengers (non drivers) have the highest
viewer sensitivity but low view frequency. Local traffic
experiences this view more frequently and is
considered moderately sensitive as the viewers are
sensitive to any changes to their usual view.
Commuters, accustomed to and perhaps indifferent to
the view by repetition, have lower viewer sensitivity.
All individual views from the roadway last a relatively
short time due to the movement of the viewer;
however, view duration varies with the time of day,
season, and weather conditions.
Freeway neighbors (view toward road)
The viewer groups that have views toward the road
generally take in a wider vista, with the highway being
a component of the larger landscape. Views toward
the roadway are from adjacent residential and
commercial areas and from travelers on state arterial
highways and collector roads. Within the study area,
Viewpoint 7 looks south from the
Springbrook Creek Trail
EXISTING CONDITIONS
Renton Nickel Improvement Project
Visual Quality Discipline Report 37
the principal groups likely to view the project and
exhibit high viewer sensitivity include:
Persons engaged in recreation at existing park
and trail sites
Residents of predominantly single-family areas
Residents of predominantly multifamily areas
(with correspondingly taller structures)
Teachers, children, and parents at existing
schools and associated playfields (generally
located in residential areas)
These viewers are more sensitive to changes in their
view because they experience the view more
frequently and for relatively longer periods.
Viewer groups likely to exhibit moderate or low viewer
sensitivity include the following, listed in order of
decreasing sensitivity:
Pedestrians traveling along existing arterial
streets and trails that traverse the study area
Employees and visitors in existing office and
hotel centers in the urban cores of each city
Employees and visitors in existing commercial,
distribution, transportation, and industrial
businesses
These groups are concentrated primarily in the city
centers.
What viewer groups have the most
sensitivity?
The main viewer groups that are most
sensitive to changes in their view
environment are likely to be:
Persons engaged in recreation at
existing park and trail sites
Residents living in the area
Teachers, children, and parents at
existing schools and associated
playfields (generally located in
residential areas)
These viewers spend more time
experiencing their views and are more
likely to notice changes.
Renton Nickel Improvement Project
38 Visual Quality Discipline Report
POTENTIAL EFFECTS
How will project construction temporarily affect visual
quality and aesthetics?
The most noticeable temporary changes to the visual
character and quality of the I-405 corridor would result
primarily from the construction activities listed to the left.
Traffic slowdowns through the study area are not
unusual, but their duration and frequency could
increase noticeably. Specifically, these slowdowns
will occur in the Talbot Hill Neighborhood for
construction related to the noise wall and Benson
Road improvements. For this, medium and heavy-
duty construction and demolition equipment that is not
normally visible from the Talbot Hill Neighborhood will
affect visual quality. In addition, light and glare will
increase when work is performed at night due to the
lights needed to operate the construction equipment.
Construction activities will occur outside of the existing
roadway. Notably, construction to replace the Benson
Road overpass, Springbrook Creek and Oakesdale
Avenue bridges, widen Talbot Road Bridge, and
reconfigure the consecutive off-ramps to northbound
Rainier Avenue and southbound SR 167 will temporarily
affect visual quality. Visual character for nearby
businesses and residences will also likely change as
screening vegetation and/or earth is removed.
What are the potential effects on structures, vegetation,
and views due to the project?
The project will permanently change visual quality for
both freeway users (views from the road) and freeway
neighbors (views toward the road). Overall, these
changes are minor when compared to existing visual
quality. The potential effects to visual quality result
primarily from the following project elements:
Constructing an additional northbound and
southbound lane on I-405 and a southbound
lane on SR 167 within the study area.
Constructing retaining walls.
Replacing Benson Road over I-405.
What types of construction activities
will be seen as this project is built?
Constructing falsework, the
temporary structures used for
bridge work
Constructing new Benson Road
overpass and demolishing the old
structure once the new one is
operational
Excavating and removing vegetation
outside of the existing roadway
Stockpiling materials and
equipment in staging areas
Operating construction equipment
of all sizes, including hauling trucks,
earthworking heavy equipment and
cranes
Placing temporary traffic or
construction signage and temporary
retaining or screening walls
Placing temporary barrier to
separate traffic from roadway
widening construction
POTENTIAL EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 39
Replacing the Springbrook Creek and Oakesdale
Avenue bridges with new southbound and
northbound structures that span the creek and
road.
Constructing a noise wall within the ROW near
the Talbot Hill Neighborhood.
Most project elements have been designed so that
they can be constructed within the existing ROW,
including areas with limited space such as the Renton
S-Curves in the east project section. Generally,
existing topography and vegetation will screen the
project from freeway neighbors who have the highest
viewer sensitivity, frequency, and duration.
Conversely, freeway users, who have a lower viewer
sensitivity and viewer duration, will easily see new
project elements and changes in the corridor.
The project will primarily affect freeway users (e.g.,
local commuter and tourist traffic on I-405 and
SR 167) who have views from the road. However,
some freeway neighbors (e.g., residents, pedestrians,
trail users, local traffic and commuters on arterial or
collector roads) will have their views toward the road
affected by these changes.
To compensate for negative visual effects caused by
this project, WSDOT has worked with the affected
communities to develop visual guidelines for the I-405
corridor for CSS. These guidelines will provide unity
and cohesiveness for the project. For example,
replacing the Benson Road overpass will have some
positive effects on visual quality. CSS treatments
such as architectural piers, railings, and lighting will
improve the visual character of this structure for views
toward the road and lessen any reduction to visual
quality for views from the road.
Vegetation removed within the ROW (particularly stands
of medium to large size trees) to accommodate the new
traffic lanes and associated facilities will negatively affect
visual quality in some areas. For I-405, vegetation will
be removed to replace the Springbrook Creek and
Oakesdale Avenue bridges. Stands of large cottonwood
and poplar trees on either side of the new bridge will not
be replaced due to ROW limitations in this area.
Additional ROW will not be acquired for the sole purpose
of replanting these trees. Some medium to large
vegetation will also be removed to construct the retaining
wall on the slope in front of the Tukwila City Hall. For
SR 167, vegetation will be removed within the ROW of
What are Context Sensitive Solutions?
CSS guidelines incorporate community
design preferences into a project’s
design. Throughout development of the
Renton Nickel Improvement Project, local
input has been encouraged to ensure that
community concerns for how the project
fits into the landscape are addressed.
These efforts have resulted in an I-405
theme of “Culture, Nature, and Progress,”
with nature being the dominant theme for
corridor-wide and local I-405 designs.
POTENTIAL EFFECTS
Renton Nickel Improvement Project
40 Visual Quality Discipline Report
the southbound auxiliary lane from I-405 to SW 41st
Street.
Encroachment by facilities such as the noise wall and
retaining walls will negatively affect visual quality in some
areas. The noise wall will extend from Talbot Road to
the west of the intersection of South 14th Street and
South 15th Street. It will be approximately 18 feet high
and 2,150 feet long which will block views of downtown
Renton for residents along South 14th Street.
The following describes changes to visual quality at the
viewpoints analyzed for this report.
Viewpoints from the road
Viewpoint 1 simulation (visual quality rating
reduced from 3.75 to 3.25)
This viewpoint shows the existing WSDOT ROW
looking toward the southbound lanes of I-405. The
project will construct one new general-purpose
southbound lane in this area. The existing
southbound pavement will be widened by up to 15 feet
on the outside edge of the roadway. To accommodate
this new pavement, the design includes a retaining
wall, up to 15 feet high by 250 feet long, along the
south facing slope.
The Viewpoint 1 simulation conceptually shows the
visual change for northbound freeway viewers. These
viewers will see a new southbound lane, a concrete
retaining wall with limited CSS treatments applied.
Revegetation will occur in accordance with the RCP.
The existing mature vegetation will be removed to
construct the new concrete retaining wall, resulting in a
more urban appearance for this viewpoint. The overall
visual quality for the Build Alternative is 3.25, which is a
decrease from the existing condition (3.75), indicating a
negative effect on visual quality for this viewpoint.
Viewpoint 1 looking northeast from
northbound I-405, existing conditions
Viewpoint 1: project
POTENTIAL EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 41
Viewpoint 4 simulation (visual quality rating
reduced from 3.42 to 2.75)
This viewpoint shows the existing WSDOT ROW looking
in the southbound direction of I-405. The project will
replace the Benson Road overpass to accommodate
widening I-405 for both this project and the full master
plan. The existing I-405 southbound pavement will be
widened up to 24 feet on the outside of the existing
roadway. The earthen berm adjacent to southbound
I-405 will be removed for the project.
The Viewpoint 4 simulation conceptually shows the
visual change for southbound freeway viewers. These
viewers will see a broader viewshed because the
existing earthen berm adjacent to southbound I-405 will
be removed. Within the proposed ROW, they will see a
new southbound lane, the stormwater detention pond,
and the new Benson Road overpass with full CSS
treatments applied.
These new elements produce a more urban
appearance for this viewpoint. The overall visual
quality rated as 2.75, which is a decrease from the
existing condition (3.42), indicating a negative effect
on visual quality for this viewpoint.
Viewpoint 4 looking southwest from
southbound I-405,existing conditions
Viewpoint 4: project
POTENTIAL EFFECTS
Renton Nickel Improvement Project
42 Visual Quality Discipline Report
Viewpoint 8 simulation (visual quality rating
reduced from 3.67 to 2.92)
This viewpoint shows the proposed noise wall within
the WSDOT ROW looking in the southbound direction
of I-405 west of the Talbot Road and I-405
interchange. The project will construct the noise wall
along the southern ROW near the South 14th Street
edge of road. The wall will extend from Talbot Road to
west of the South 14th Street/South 15th Street
intersection atop Talbot Hill. The noise wall will be
approximately 18 feet tall and 2,150 feet long. The
wall is proposed as mitigation for increased noise
levels associated with the project.
The Viewpoint 8 simulation conceptually shows the
visual change for southbound freeway viewers. These
viewers will see the noise wall with limited CSS
treatments applied. The poplar trees will be avoided
to construct the wall.
The noise wall constructed in the I-405 ROW will
produce a more urban appearance for this viewpoint.
The overall visual quality for the project at this
viewpoint rated as 2.92, which is a decrease from the
existing condition (3.67), indicating a negative effect
on visual quality for this viewpoint.
Viewpoints toward the road
Viewpoint 2 simulation (visual quality rating
reduced from 3.33 to 3.08)
This viewpoint shows existing WSDOT ROW looking
southbound toward SR 167 where the project will
construct a new southbound HOV lane and auxiliary
lane. The existing pavement will be widened up to 19
feet on the outside edge of the roadway. A retaining
wall (up to 10 feet high by 1,110 feet long) will be
constructed along the west facing slope to
accommodate this new pavement.
The Viewpoint 2 simulation conceptually shows the
visual change for local traffic viewers on the East
Valley Road. These viewers will see a concrete
retaining wall with limited CSS treatments applied.
The overall visual quality rated as 3.08 which is a
decrease from the existing condition (3.33), indicating
a negative effect on visual quality for this viewpoint.
Viewpoint 2 looking southeast from the
East Valley Road, existing conditions
Viewpoint 2: project
Viewpoint 8 looking southwest from
southbound I-405, existing conditions
Viewpoint 8: project
POTENTIAL EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 43
Viewpoint 3 simulation (visual quality rating
increased from 2.67 to 3.08)
This viewpoint shows the existing WSDOT ROW near
Talbot Road. The project will replace the Benson Road
overpass and widen the Talbot Road Bridge to
accommodate the new lanes proposed for I-405.
These improvements will require removing the earthen
berm adjacent to southbound I-405 and the existing
vegetation. The new Benson Road overpass will be
constructed approximately 250 feet beyond the Talbot
Road Bridge abutment.
The Viewpoint 3 simulation conceptually shows the
visual change for local traffic, pedestrians, and bicyclists
on Talbot Road. These viewers will see (from left) the
Benson Road overpass abutment in the background, the
Benson Road overpass in the middleground and the
Talbot Road Bridge abutment (at far right). Full CSS
treatments will be applied to the Benson Road overpass.
These new elements produce a more urban
appearance for this viewpoint. The overall visual
quality rated as 3.08 which is an increase from the
existing condition (2.67), indicating a positive effect on
visual quality for this viewpoint.
Viewpoint 3 looking northeast from Talbot Road, existing conditions
Viewpoint 3: project
POTENTIAL EFFECTS
Renton Nickel Improvement Project
44 Visual Quality Discipline Report
Viewpoint 5 simulation (visual quality rating
decreased from 3.42 to 2.75)
This viewpoint shows the proposed noise wall within
the WSDOT ROW looking north near the intersection
of South 14th Street and Whitworth Avenue South.
The project will construct the noise wall along the
northbound I-405 ROW along South 14th Street
beginning at Talbot Road to the east and ending west
of the South 14th Street/South 15th Street intersection
atop Talbot Hill. The 18-foot-tall wall will have a length
of approximately 2,150 feet and is proposed as
compensation for increased noise levels expected
from the project.
The Viewpoint 5 simulation conceptually shows the
visual change for residents, local traffic, and
pedestrians along the base of the Talbot Hill
Neighborhood (particularly along South 14th Street).
These viewers will see the 18-foot-tall noise wall with
limited CSS treatments applied. This wall will obstruct
views that currently look toward downtown Renton and
the distant horizon. Existing stands of large poplar
trees will be avoided to construct the noise wall.
The proposed noise wall encroaches into the Talbot Hill
Neighborhood and will produce a more urban
appearance for this viewpoint. The overall visual quality
for the project at this viewpoint rated as 2.75, which is a
decrease from the existing condition (3.42), indicating a
negative effect on visual quality for this viewpoint.
Viewpoint 6 simulation (visual quality rating
reduced from 3.67 to 3.25)
This viewpoint shows the existing and proposed
WSDOT ROW looking north from Benson Road. The
project will replace the Benson Road overpass to
accommodate widening I-405. The new structure will
be constructed in a new location south of the existing
bridge and will match the existing bridge footprint.
The new bridge will provide 5-foot-wide bike
lanes/shoulders on both sides and a 6-foot-wide
sidewalk on the west side.
The Viewpoint 6 simulation conceptually shows the
visual change for local traffic and pedestrian viewers
traveling northbound on Benson Road overpass. Full
CSS treatments will be applied to the bridge. Any
views obstructed by the new bridge will be offset by
removal of the existing bridge to the east.
Viewpoint 6 looking north from Benson
Road, existing conditions
Viewpoint 6: Build Alternative
Viewpoint 5 looking north from the
intersection of S 14th Street and
Whitworth Avenue, existing conditions
Viewpoint 5: project
POTENTIAL EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 45
The overall visual quality for the project at this
viewpoint rated as 3.25, which is a decrease from
existing conditions (3.67), indicating a negative effect
on visual quality for this viewpoint.
Viewpoint 7 simulation (visual quality rating
reduced from 4.17 to 2.92)
This viewpoint shows the existing and proposed
WSDOT ROW looking south from the Springbrook
Creek Trail. The project will replace the Springbrook
Creek Side Channel Bridge. The new bridge will be
up to 50 feet wider (to outside edge of barrier) and will
be elevated approximately 4 feet higher than the
existing bridge to accommodate widening I-405.
The Viewpoint 7 simulation conceptually shows the
visual change for recreational viewers traveling south
on the Springbrook Creek Trail. These people will see
the new bridge with CSS treatments applied. Existing
vegetation removal, including stands of large
cottonwood and poplar trees, on the north and south
sides of the bridge will negatively affect visual quality.
The overall visual quality for the project at this
viewpoint rated as 2.92, which is a decrease from
existing conditions (4.17), indicating a negative effect
on visual quality for this viewpoint.
Exhibit 14 summarizes the criteria used to determine
the potential effects to visual quality for the eight
viewpoints described above. These ratings are
determined from the visual quality assessment matrix
in Appendix A. Seven viewpoints show a decrease in
visual quality and one shows an increase as a result of
this project. All viewpoints showing negative effects
are slight, with decreases ranging from -0.25 to -1.25.
Viewpoint 7 looking south from the
Springbrook Creek Trail, existing
conditions
Viewpoint 7: Build Alternative
POTENTIAL EFFECTS
Renton Nickel Improvement Project
46 Visual Quality Discipline Report
Exhibit 14. Potential Visual Quality Effects Ratings
View
Point
Existing
Visual
Quality
Projected
Visual
Quality
Change
in
Visual
Quality
Primary
Viewer
Group
Viewer
Sensitivity Frequency Type/Duration
Potential
Visual
Effect
Local Traffic Moderate High Moving/short Negative 1 3.75 3.25 -0.50 Commuter Low High Moving/short Negative
2 3.33 3.08 -0.25 Employees &
Visitors Moderate Moderate Moving/short Negative
Local Traffic Moderate High Stationary/Moderate
3 2.67 3.08 +0.41 Pedestrian Moderate Moderate Stationary/Moderate Positive
Local Traffic Low High Moving/short 4 3.42 2.75 -0.67
Commuter Low High Moving/short
Negative
5 3.42 2.75 -0.67 Residential Moderate Moderate Short/Moderate Negative
6 3.67 3.25 -0.42 Local Traffic Moderate Moderate Short/Moderate Negative
7 4.17 2.92 -1.25 Trail Users Moderate Moderate Short/Moderate Negative
Local Traffic Moderate High Moving/short 8 3.67 2.92 -0.75 Commuter Low High Moving/short Negative
Visual quality: 7 = Very High, 6 = High, 5 = Moderately High, 4 = Average, 3 = Moderately Low, 2 = Low, 1 = Very Low
Will the project create new sources of shadow, glare, or
light?
Overhead lighting in the study area would be similar to
existing conditions; therefore, no new effects are expected.
The planned I-405 bridge replacements and widening
will increase shadow and shade effects. In particular,
replacement of the Springbrook Creek Side Channel
Bridge will increase shadows and shading over
Springbrook Trail, which will affect recreational viewer
groups using this trail. Also, the Talbot Road Bridge
widening and the Benson Road overpass replacement
(which includes removal of the earthen berm adjacent
to southbound I-405) will increase shadow and shade
effects for freeway, local traffic, and pedestrian viewer
groups on Talbot Road.
No new sources of glare are anticipated because the
new structures will be similar to the existing ones.
POTENTIAL EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 47
How would the No Build Alternative affect visual quality?
The No Build Alternative would not affect visual quality as
no structures would be replaced or noticeably modified.
This assumes that the structures are maintained in their
current condition. Routine maintenance may require
managing vegetation by pruning or removing trees or
shrubs near the roadway, based on the classification of
the road, in accordance RCP.
With the No Build Alternative, no new sources of light, glare
or shadow would be introduced within the study area.
Current conditions would remain largely unchanged.
Will the project have indirect effects on visual quality?
Although, development interest in these areas may
increase slightly as a result of improved mobility on
I-405, this is not anticipated to have any indirect
effects on visual quality.
What are indirect effects?
Indirect effects are defined in the WSDOT
Environmental Procedures Manual as the
“effect caused by the proposed action
that is later in time or farther removed in
distance, but still reasonably
foreseeable. Indirect effects may include
growth-inducing effects and other effects
related to induced changes in the pattern
of land use, population density or growth
rate, and related effects on air and water
and other natural systems, including
ecosystems.”
Were cumulative effects looked at for
this discipline?
The team did not evaluate cumulative
effects for this discipline report. A report
of cumulative effects is not needed for
every discipline studied for NEPA and
SEPA documentation. The disciplines
that were studied for cumulative effects
are Air Quality, Surface Water and Water
Quality, Fisheries and Aquatic Habitat,
and Wetlands. The cumulative effects for
these disciplines are presented in the
Cumulative Effects Analysis Discipline
Report.
Renton Nickel Improvement Project
48 Visual Quality Discipline Report
MEASURES TO AVOID OR
MINIMIZE PROJECT EFFECTS
What has been done to avoid or minimize negative
effects?
Several design features have the added benefit that
they avoid or minimize potential visual effects due to
the project. The design features are described from
south to north below.
I-405, I-5 to SR 167
The project provides a narrower than normal outside
shoulder on northbound I-405 at the Green River
Bridge to avoid modifying the existing bridge. As a
result, the design avoids visual changes to river views
resulting from a widened bridge span.
At the SR 181 interchange, the design restripes the
bridge and ramp to provide the new general-purpose
lane and ramp improvements. This approach avoids
the need to widen the existing SR 181 Bridge. This in
turn avoids visual effects to the Interurban Trail
viewshed (e.g. vegetation removal and larger bridge
footprint), which goes under the bridge.
The I-405 Team proposes to construct a narrower exit
gore from I-405 to the northbound ramp at the SR 167
interchange. This has the benefit of avoiding ROW
acquisition and subsequent visual effects resulting
from removing wetland vegetation outside the ROW.
Retaining walls will be used in selected areas for
widening I-405. This will minimize the construction
footprint and the need to acquire new ROW.
Retaining walls will also help avoid and minimize
visual quality effects by keeping vegetation that would
otherwise be removed to build this project.
SR 167, southbound from I-405 to SW 41 Street
Retaining walls will be used in selected areas for
widening SR 167. This will minimize the construction
footprint and ROW needs. Retaining walls will also
help avoid and minimize visual quality effects by
keeping vegetation that would otherwise be removed
to build this project.
MEASURES TO AVOID OR MINIMIZE PROJECT EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 49
I-405, SR 167 to SR 169
The project adds a lane by restriping I-405 northbound
next to the Talbot Hill retaining wall immediately east
of the SR 167 interchange. Restriping avoids the
associated visual effects for properties south of I-405
in this area resulting from reconstructing the wall and
removing vegetation.
The design will locate the noise wall to minimize
clearing for construction and preserve existing stands
of large poplar trees within the ROW (adjacent to
South 14th Street) that screen the Talbot Hill
Neighborhood from I-405/downtown Renton.
The design uses retaining walls to support widening
southbound I-405 south of the Cedar Avenue
overpass. Using retaining walls instead of a fill slope
avoids encroaching on Cedar Avenue and Main
Avenue and maintains the vegetation that currently
screens downtown Renton from the freeway.
For the I-405 to SR 167 exit ramp, the project will not
provide a recovery lane, will narrow the distance
between the through lane and ramp, and will provide
narrower shoulders. These features will avoid visual
effects resulting from vegetation removal within the
Rolling Hills Creek/Thunder Hills Creek channel located
between I-405 and the Renton Cinema complex.
How will the project compensate for unavoidable negative
effects?
Guidelines from the RCP and CSS process for the
I-405 Corridor will be applied to compensate for the
negative visual effects caused by the project.
The policy for management of the roadside is the RCP
as described to the left. For improvement projects such
as this, the RCP requires roadside restoration from right-
of-way to right-of-way throughout the project limits. For
this project, the roadside will be restored to a treatment
level 2, which will include the following guidelines:
Restore environmental and visual functions and
where possible, work with agencies and
landowners to preserve and establish buffer
zones.
Adjust grading limits to protect desirable
vegetation, natural habitat, wetlands and
sensitive areas, and heritage resources.
MEASURES TO AVOID OR MINIMIZE PROJECT EFFECTS
Renton Nickel Improvement Project
50 Visual Quality Discipline Report
Adjust grading limits to preserve and protect
vegetation for screening purposes.
Grade slopes to provide corridor continuity
Minimize site disturbances to protect native
plant communities and specimen trees.
Restore roadside character with trees (conifers
up to 4 feet in height and deciduous trees up to
1 inch in diameter) and shrub seedlings; plant
trees up to 2 inches in diameter in pedestrian
areas.
Select and locate plant material to facilitate
driver guidance and to screen visual
distractions and undesirable views.
Locate plantings to enhance views.
Select vegetation and design planting density
to achieve blending with adjacent land use
and/or to meet screening objectives by the
tenth year after construction.
Temporary project elements will have roadside
restoration applied in accordance with these RCP
guidelines. However, for this project, the expected life
of the roadside restoration will be affected by future
reconstruction in the master plan phases. In locations
where this reconstruction will disturb the roadside after
this project, fast-growing vegetation (such as poplars
and maples) shall be used to quickly achieve the
needed/desired functions within the expected life of
the planting.
CSS for the I-405 Corridor complements the RCP to
provide another layer of compensation for unavoidable
negative effects caused by this project. In some
instances, guidelines from CSS are redundant with
those found in the RCP. The permanent project
elements will have the “full” CSS guidelines applied
where appropriate and practicable:
Adhere to the I-405 Urban Design Guidelines
Manual to ensure visual unity and consistency
throughout the I-405 corridor. This includes
defining the appearance and style of built
elements, such as lighting, paving, railings,
signs, bridges, structures (and associated
elements) and walls around bridges. The
guidelines address the use of aesthetic
treatments in the corridor, including the
process for selecting and locating architectural
treatments.
How is the RCP used for this project?
The Roadside Classification Plan (RCP)
has been prepared to coordinate and
guide the management of Washington
State highway roadsides, including
planning, design, construction and
maintenance activities. The intent of the
plan is to provide a uniform framework
for consistent, pro-active roadside
management statewide and to facilitate
cost-effective restoration of state
roadsides.
The RCP provides guidance for restoring
the roadside and providing
needed/desirable functions such as
permanent erosion control,
buffering/screening, driver guidance,
etc.). In practice, this means that
disturbed areas of the roadside are
always revegetated to provide site-
specific functions/needs. In some
situations, as described in the RCP,
revegetation and other treatments may
be required beyond the disturbed areas in
order to provide the needed/desirable
functions that are identified.
How do permanent and temporary project
elements differ?
Permanent project elements are part of
the I-405 Corridor Master Plan.
Temporary project elements are not part
of the Master Plan and will therefore be
reconstructed during future Master Plan
phases.
MEASURES TO AVOID OR MINIMIZE PROJECT EFFECTS
Renton Nickel Improvement Project
Visual Quality Discipline Report 51
Enhance the architectural design of project
features such as retaining walls including
stepping and battering walls to reduce
apparent height, using a consistent design
vocabulary throughout the corridor, using
lighter weight materials for spans to produce
reduced structural silhouettes, applying texture
to the concrete surfaces to reduce apparent
scale, and applying concrete sealants for
uniform color and to limit the impacts of graffiti.
Shield roadway light fixtures to minimize glare
and ambient light spillover into adjacent
residential areas.
Acquire sufficient ROW, where feasible and
reasonable, for planting at the base of retaining
walls, and at other locations that adjoin areas
of high viewer sensitivity.
Minimize clearing for construction, preserving
existing stands of mature trees.
Screen views of the roadway, elevated
structures, retaining walls, noise walls, and
other project features from areas with high
viewer sensitivity.
Grade slopes to blend with the natural
topography by softening slope transitions.
Darken concrete surfaces to aid in reducing
reflective sunlight glare.
Follow the guidelines of the RCP to blend the
project into the adjacent land uses, while creating
a unified experience for the freeway user.
The new Benson Road overpass is the main project
feature that will receive the “full” CSS treatments
described above because it is a permanent project
element. Temporary project elements will also receive
“limited” CSS architectural treatments as described
below:
Apply texture to concrete surfaces to reduce
apparent scale and to blend with other
elements within the corridor.
Darken concrete surfaces to aid in reducing
reflective sunlight glare and apparent reduction
of scale.
The full CSS treatments will be applied during future
Master Plan phases for the overall I-405 corridor.
How are Context Sensitive Solutions
Used for this project?
CSS guidelines incorporate community
design preferences into a project’s
design. Throughout development of the
Renton Nickel Improvement Project, local
input has been encouraged to ensure that
community concerns for how the project
fits into the landscape are addressed.
WSDOT met with affected communities to
review each jurisdiction’s “view to”
issues such as interchange
locations/designs, noise wall
locations/treatments, traffic, safety,
structures, lighting, and landscaping. As
part of this process, a corridor-wide CSS
Aesthetics Committee was formed. This
committee focused on the “view from the
corridor” issues. The combined efforts
of these groups have determined an I-405
theme of “Culture Nature, and Progress,”
with nature being the dominant theme for
corridor-wide and local I-405 designs.
A CSS Urban Design Guidelines Manual
was developed that incorporated the
communities design preferences. These
guidelines will be applied fully to
permanent elements, which are limited
on the Renton Nickel Improvement
Project.
Renton Nickel Improvement Project
52 Visual Quality Discipline Report
REFERENCES
Federal Highway Administration (FHWA)
1981 Visual Impact Assessment for Highway Projects (FHWA-HI-88-054).
USDOT (U.S. Department of Transportation). 1981.
Washington State Department of Transportation (WSDOT)
2005 I-405, Renton Nickel Improvement Project Land Use Plans and Policies
Discipline Report. Prepared by Jones and Stokes.
2003 Environmental Procedures Manual M31-11; Section 459 Visual Impacts,
Light and Glare. 2003.
2001 I-405 Corridor Program NEPA/SEPA Draft Environmental Impact
Statement, Draft Visual Resources Expertise Report. Revised August
2001. Prepared by David Evans and Associates, Inc. (DEA).
1996 Roadside Classification Plan.
APPENDIX A
Visual Quality Assessment Matrix
Renton Nickel Improvement Project
Visual Quality Discipline Report A-1
Renton Nickel Improvement Project
VISUAL QUALITY ASSESSMENT
6/1/2005 Prepared by:Jon Gage
VIEWPOINT NUMBER 11 44 88
( E=existing, P=proposed )EP EP EP
LAND 2 3 2 1 3 3
WATER 1 1 1 1 1 1
VIVIDNESS VEGETATION 5 3 2 2 5 4
Manmade 3 4 4 5 3 5
AVERAGE 2.75 2.75 2.25 2.25 3.00 3.25
MAN MADE 4 3 4 2 4 3
INTACTNESS NATURAL ENVIRONMENT 5 3 4 3 4 2
AVERAGE 4.50 3.00 4.00 2.50 4.00 2.50
Manmade 4 4 4 4 4 3
UNITY OVERALL 4 4 4 3 4 3
AVERAGE 4.00 4.00 4.00 3.50 4.00 3.00
*TOTAL VISUAL QUALITY 3.75 3.25 3.42 2.75 3.67 2.92
VIEWPOINT NUMBER 1 1 4 4 1 1
( E=existing, P=proposed )EP EP E P
*Total Visual Quality is the average of the averaged values for vividness, intactness and unity for each viewpoint
Evaluation Scale
VIVIDNESS
(Manmade) (NATURAL ENVIRONMENT)
7 = VERY HIGH 7 = NO DEVELOPMENT TO NON-EXISTENT 7- VERY HIGH 7 - VERY HIGH
6 = HIGH 6= LITTLE DEVELOPMENT 6 -HIGH 6 - HIGH
5 = MODERATELY HIGH 5 = SOME DEVELOPMENT 5 - MODERATELY HIGH 5 - MODERATELY HIGH
4 = AVERAGE 4 = AVERAGE LEVEL OF DEVELOPMENT 4 - AVERAGE 4 - AVERAGE
3 = MODERATELY LOW 3 = MODERATELY HIGH DEVELOPMENT 3 - MODERATELY LOW 3 - MODERATELY LOW
2 = LOW 2 = HIGH LEVEL OF DEVELOPMENT 2 - LOW 2 - LOW
1 = VERY LOW TO NON-EXISTENT 1 = VERY HIGH LEVEL OF DEVELOPMENT 1 - VERY LOW TO NON-EXISTENT 1 - VERY LOW
Views From Road
UNITYINTACTNESS
APPENDIX A
Renton Nickel Improvement Project
A-2 Visual Quality Discipline Report
Renton Nickel Improvement Project
VISUAL QUALITY ASSESSMENT
6/1/2005 Prepared by: Jon Gage
22 33 55 66 77
( E=existing, P=proposed )EP EP EP EP EP
LAND 2 233325443
WATER 1 111111111
VIVIDNESS VEGETATION 2 224414253
Manmade 3 425352644
AVERAGE 2.00 2.25 2.00 3.25 2.75 2.25 3.00 3.25 3.50 2.75
MAN MADE 4 3 3 2 3 2 4 3 4 3
INTACTNESS NATURAL ENVIRONMENT 4 3 3 3 4 2 4 2 4 2
AVERAGE 4.00 3.00 3.00 2.50 3.50 2.00 4.00 2.50 4.00 2.50
Manmade 4 4 3 4 4 4 4 4 5 3
UNITY OVERALL 4433444454
AVERAGE 4.00 4.00 3.00 3.50 4.00 4.00 4.00 4.00 5.00 3.50
*TOTAL VISUAL QUALITY 3.33 3.08 2.67 3.08 3.42 2.75 3.67 3.25 4.17 2.92
VIEWPOINT NUMBER 2 2 3 3 5 5 6 6 7 7
( E=existing, P=proposed )EP EP EP EP EP
*Total Visual Quality is the average of the averaged values for vividness, intactness and unity for each viewpoint
Evaluation Scale
VIVIDNESS
(Manmade) (NATURAL ENVIRONMENT)
7 = VERY HIGH 7 = NO DEVELOPMENT TO NON-EXISTENT 7- VERY HIGH 7 - VERY HIGH
6 = HIGH 6= LITTLE DEVELOPMENT 6 -HIGH 6 - HIGH
5 = MODERATELY HIGH 5 = SOME DEVELOPMENT 5 - MODERATELY HIGH 5 - MODERATELY HIGH
4 = AVERAGE 4 = AVERAGE LEVEL OF DEVELOPMENT 4 - AVERAGE 4 - AVERAGE
3 = MODERATELY LOW 3 = MODERATELY HIGH DEVELOPMENT 3 - MODERATELY LOW 3 - MODERATELY LOW
2 = LOW 2 = HIGH LEVEL OF DEVELOPMENT 2 - LOW 2 - LOW
1 = VERY LOW TO NON-EXISTENT 1 = VERY HIGH LEVEL OF DEVELOPMENT 1 - VERY LOW TO NON-EXISTENT 1 - VERY LOW
VIEWPOINT NUMBER
Views Toward Road
UNITYINTACTNESS