Neighborhood Cohesion. Please refer to Section 4.10 in the 2004 Draft EIS Appendix I, Social Resources Technical Memorandum. The expanded area is essentially part of neighborhoods described in the 2004 Draft EIS Appendix I. That discussion and analysis provides the description of neighborhood cohesion for the project study area, including the expanded portion of the project corridor.
Neighborhood Cohesion. In the south section, the Tunnel Alternative would be very similar to the existing street network and links to existing community facilities and services. There would be no adverse effects on accessibility, but the new SODO Ramps would improve access to and from the area. Property acquisition of social resources would affect several commercial and warehouse properties. A U.S. Coast Guard office building and Museum of the Northwest at Pier 36 would need to be relocated. An estimated 184 jobs would be displaced, which is a very small proportion of the over 24,000 jobs in the south section area (U.S. Bureau of the Census 2003). Long‐term, an estimated 790 parking spaces would be eliminated in the south section. Though this is a large number, it is a small proportion of the more than 5,800 parking spaces available in the area, and annual average utilization is only 33 percent (PSRC 2004). The reduction in parking spaces would not affect movement or interaction of people in the stadium area, even though few residents or retail businesses are located in the area. The demolition of the existing aerial structure in the north end of the south section for construction of the tunnel would remove a visual obstruction between the waterfront and adjacent upland land uses. This could be perceived as a potential benefit to neighborhood cohesion. Overall, no long‐term adverse effects on cohesion would occur.
Neighborhood Cohesion. The Tunnel Alternative in the central section would be quite different from current conditions. The alternative would require the acquisition of five structures, including both office buildings and retail establishments. Two of these would be social resources. Together, these displacements would affect an estimated 163 jobs, which is a small proportion of the more than 89,000 jobs in the central section area (U.S. Bureau of the Census 2003). Depending on the number and types of retail businesses that would be displaced, neighborhood residents could see the loss of these businesses as adverse. Parking spaces would be reduced by approximately 834 spaces in the central waterfront area. This long‐term reduction in parking is not substantial considering over 22,000 parking spaces are located in the central section area and parking utilization is estimated at 72 percent (PSRC 2004). This change would not affect neighborhood cohesion in this densely developed area of downtown Seattle. Pedestrian access to the waterfront would be improved with the construction of the Xxxxxxxxxxx Park Walkway and replacement of the waterfront streetcar tracks as part of the roadway improvements to Alaskan Way surface street. The side‐by‐side tunnel alignment would have three lanes of traffic in each direction, and the separate structures for the two directions of traffic would be configured side‐by‐side. People in the neighborhoods along the central section would not be able to see the structure until north of Union Street. There, the side‐by‐side tunnel alignment would become an aerial structure to pass over the BNSF railroad tracks and over Xxxxxxx and Western Avenues connecting to the Battery Street Tunnel. To meet clearance requirements over buildings and the railroad tracks, the aerial structure would be similar in height to the existing viaduct. The tunnel structure would then descend slightly before it enters the south portal of the Battery Street Tunnel. Xxxxx would descend from the aerial structure to Xxxxxxx and Western Avenues. This alignment includes the Xxxxxxxxxxx Park Lid, which would allow pedestrians to travel from Xxxxxxxxxxx Park at the north end of Pike Place Market to the waterfront. Property acquisitions would result in a loss of an estimated 177 jobs, which is similar in magnitude to the preferred alignment. Property acquisition would displace six buildings, two of which are social resources. They include one mixed‐use building with one apartment and the Cath...
Neighborhood Cohesion. The Tunnel Alternative in the north waterfront section would be very similar to existing conditions, except for slight changes in pedestrian and waterfront streetcar travel. No developed properties would be acquired. The existing southbound off‐ramp to Xxxxxxx Avenue and northbound on‐ramp to Western Avenue would be improved, and the Battery Street and Western Avenue ramps would be restricted for emergency vehicle use only. The local street network and links to the many existing community facilities and services in the downtown core area would not change. Public perception of the accessibility of this neighborhood would not change. This portion of the waterfront is a popular place for pedestrians to walk. The proposed roadway improvements and increased bike and waterfront streetcar access should continue to encourage this activity. Approximately 22 short‐term parking spaces would be added on the street in this area. The increased accessibility with the replacement of the streetcar tracks and parking spaces on Alaskan Way surface street could be perceived as having a beneficial effect on neighborhood cohesion.
